IMAGE  EVALUATION 
TEST  TARGET  (MT-S) 


1.0 


I.I 


!IIM   IIIIIM 


IK    IIIIIZ2 
2.0 


1.8 


1.25      1.4 

1.6 

^ 6"     — 

► 

Phote)graphic 

Sciences 
Corporation 


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CIHM/ICMH 

Microfiche 

Series. 


CIHM/ICMH 
Collection  de 
microfiches. 


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Technical  and  Bibliographic  Notes/Notes  techniques  et  bibliographiques 


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D 


D 


^ 


D 
D 


D 


Coloured  covers/ 
Couverture  de  couleur 


□    Covers  damaged/ 
Couverture  endommagde 

□    Covers  restored  and/or  laminated/ 
Couverture  restaurde  et/ou  pellicul6e 


Cover  title  missing/ 

Le  titre  de  couverture  manque 


I      I    Coloured  maps/ 


Cartes  gdographiques  en  couleur 

Coloured  ink  (i.e.  other  than  blue  or  black)/ 
Encre  de  couleur  (i.e.  autre  que  bleue  ou  noire) 


□    Coloured  plates  and/or  illustrations/ 
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Bound  with  other  material/ 
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along  interior  margin/ 

La  reliure  serr6e  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  marge  int6rieure 

Blank  leaves  added  during  restoration  may 
appear  within  tho  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certaines  pages  blanches  ajoutdes 
lors  d'une  restauration  apparaissent  dans  le  texte, 
mais,  lorsque  cela  6tait  possible,  ces  pages  n'ont 
pas  6t6  film6es. 


Th( 
to 


L'Institut  a  microfilm^  le  meilleur  exemplaire 
qu'il  lui  a  6t6  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sont  peut-dtre  uniques  du 
point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  mdthode  normale  de  filmage 
sont  indiquds  ci-dessous. 


n 

D 
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n 
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Q 


Coloured  pages/ 
Pages  de  couleur 

Pages  damaged/ 
Pages  endommagdes 

Pages  restored  and/or  laminated/ 
Pages  restaur6es  et/ou  pelliculdes 

Pages  discoloured,  stained  or  foxed/ 
Pages  ddcolordes,  tachet6es  ou  piqu^es 

Pages  detached/ 
Pages  ddtach^es 

Showthrough/ 
Vransparance 

Quality  of  print  varies/ 
Quality  indgale  de  I'impression 

Includes  supplementary  material/ 
Comprend  du  materiel  supplementaire 


Thi 
poi 
of 
filr 


Ori 

bei 
the 
sio 
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fir: 
sio 
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Tir 

wh 

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□    Only  edition  available/ 
Seule  Edition  disponible 


Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc.,  have  been  refilmed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partiellement 
obscurcies  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  6t6  filmdes  A  nouveau  de  fa9on  d 
obtenir  la  meilleure  image  possible. 


D 


Additional  comments:/ 
Commentaires  suppl^mentaires; 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  filmd  au  taux  de  reduction  indiqud  ci-dessous. 

10X  14X  18X  22X 


y 


26X 


30X 


12X 


16X 


20X 


24X 


28X 


32X 


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du 

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une 
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The  copy  filmed  here  has  been  reproduced  thanks 
to  the  generosity  of: 

Library  of  the  Public 
Archives  of  Canada 


The  images  appearing  here  are  the  best  quality 
possible  considering  the  condition  and  legibility 
of  the  original  copy  and  in  keeping  with  the 
filming  contract  specifications. 


L'exemplaire  film6  fut  reprodult  gr&je  d  la 
g6n6rosit6  de: 

La  bibliothdque  des  Archives 
publiques  du  Canada 

Lev;  ik;v*iges  suivantes  ont  itd  reproduites  avec  le 
pluj  grand  soin,  compte  tenu  de  la  condition  et 
c'-a  la  nettet6  de  l'exemplaire  fiim6,  et  en 
conformity  avec  les  conditions  du  contrat  de 
filmage. 


Original  copies  in  printed  paper  covers  are  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illustrated  impres- 
sion, or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  illustrated  impres- 
sion, and  ending  on  the  last  page  with  a  printed 
or  illustrated  impression. 


Les  exemplairas  originaux  dont  la  couverture  en 
papier  est  imprimde  lont  film6s  en  commenpant 
par  le  premier  plat  et  en  terminant  soit  par  la 
dernidre  page  qui  comporte  una  empreinte 
d'impres&ion  ou  d'illustration,  soit  par  le  second 
plat,  selon  le  cas.  Tous  les  autres  exemplaires 
originaux  sont  f iim^s  en  commenfant  par  la 
premidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration  et  en  terminant  par 
la  dernidre  page  qui  comporte  une  telle 
empreinte. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  —^•(meaning  "CON- 
TINUED "),  or  the  symbol  V  (meaning  "END  "), 
whichever  applies. 


Un  des  symboles  suivants  apparaitra  sur  la 
dernidre  image  de  cheque  microfiche,  selon  le 
cas:  le  symbole  — »-  signifie  "A  SUIVRE",  le 
symbols  y  signifie  "FIN". 


Maps,  plates,  charts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  included  in  one  exposure  are  filmed 
beginning  in  the  upper  left  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  following  diagrams  illustrate  the 
method: 


Les  cartes,  planches,  tableaux,  etc.,  peuvent  dtre 
film6s  d  des  taux  de  reduction  diffdrents. 
Lorsque  le  document  est  trop  grand  pour  dtre 
reprodult  en  un  seul  clich6,  il  est  film6  A  partir 
de  Tangle  sup6rieur  gauche,  de  gauche  d  droite, 
et  de  haut  en  bas,  en  prenant  le  nombre 
d'images  n6cessaire.  Les  diagrammes  suivants 
illustrent  la  mdthode. 


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Page. 
TttE  NEW  NORTHWEST-Its  Mildness  and  Fertility, 

THE  RAILROAD'S  LAND  GRANT-Ita  Extent  and  Value,. 

THE  FUTURE  BUSINESS  OP  THE  ROAD, 19 

PROGRESS  OP  CONSTRUCl'ION, 28 

ENGINEER'S  REPORT , 29 

PUOET  SOUND-Its  Harbors,  Climate  and  Resources ,    .    39 

MISCELLANY 17,2.5,38.47 

THE  CHARTER  AND  MORTGAOE-Synopsis 44 

NORTHERN  PACIFIC  RAILROAD  7-80  GOLD  BONDS 48 

* 

ISSUED  BY 

JAY  COOKE  &  CO. 

Financial   Agents   of  the  Northern  Picific   Railroad  Company. 


l-f- 


TUP" 


The   undersigned  are 


FOR  THB 


SALE  OF  THB  BONDS 


OF  THE 


Northern  Pacific  R.  R.  Co. 


In  addition  to  their  absolute  safety, 
these  Bonds  yield  an  income  larger,  we 
believe,  than  any  other  first-class  secur- 
ity. Persons  holding  United  States  5-20's 
caii,  by  converting  them  into  JS^orthern 
Pacifies,  increase  their  yearly  income 
one-third,  and  still  have  a  perfectly  reli- 
able investment. 

PRENTICE  i  MacDOUGALL, 

60  St.  Frangois-Xavier  Street. 

P.  D.  BROWNE. 

124  St.  James  Street 


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THE  KEW  NORTnWEST— Its  Mildness  and  Fertility,         "l 
THE  RAILROAD'S  liAND  GBANT— Its  Extent  and  Value,  J 

THE  FUTURE  BUSINESS  OE  THE  ROAD 19 

PROGRESS  OP  CONSTRUCTION, 28 

ENGINEER'S  REPORT, 29 

PUGET  SOUND— Its  Harbora,  Cllmc;te  and  Resources 89 

MISCELLANY 17,25,38 

THE  CHARTER  AND  MORTOAGE-Synopsis 45 

NORTHERN  PACIFIC  RAILROAD  7-30  GOLD  BONDS 48 

ISSUED    BY 

JAY  COOKE  &  CO. 

FINANCIAL    AGENTS    OF    THE    NORTHERN    PACIFIC    RAILROAD    CO. 


^tjjanuarKUt, 


Trustees  lor  the  First  Mortgage  Bondholders: 

JAY  COOKE, 

J.  EDGAR  rnOJISON. 


I     i 


Officers  of  the  Northern  Pacific  Railroad  Company: 

J.  GREGORY  SMITH,  Presidenl 

R.  D.  RICE,  Vice-President, • 

SAMUEL  WILKESON,  .Secretary i        ^^  Broadway, 

A.  H.  BARNEY,  Treasurer I  Nkw  York, 

W.  MILNOR  ROBERTS,  EnginMr-ln-Cldrf 

EDWIN  F.  JOHNSON,  OmiuUing  Engineer 

Board  of  Directors: 

J.  GREGORY  SMITH St,  Atbans,  Vt. 

KD.  BICE AUGUSTA,  Maine. 

THOMAS  U.  CANFIELD, Bublington,  Vt. 

WM.  B.  OGDEN Chicago,  Ilu 

WM.O.  MOORHEAD Philadelphia,  Pknx. 

WM.  G.  FARGO Buffalo.  N.  Y. 

B.  P.  CHENEY BosTOK,  Mass. 

GEO.  W.    CASS PITTSBURG,  PKNN. 

FREDERICK  BILT.INGS WOODSTOCK,  Vt. 

WILLIAM  WINDOM WiNONA,  MiKN. 

JAMES  STTNSON, •    .    .    .  Chicago,  III. 

SAMUEL  M.  FELTON Philadelphia,  Penn. 

CHARLES  B.  WRIGHT Philadelphia.  Penn. 

Secretary!  SAMUEL  WILKESON. 


Executive  Committeei 


J.  GREGORY  SMITH, 
B.  D.  RICE, 
WILLIAM  B.  OGDEN, 
GEORGE  W.  CASS, 


WILLIAM  G.  FABGO, 
WILLIAM  WINDOM, 
8.  M.  FELTON, 
CHARLES  B.  WRIGHT, 


WILLIAM  G.  MOORHEAD. 


Financial  Agents  for  the  Railroad  Company: 


JAY  COOKE  &  CO. 

PHILADELPHIA. 


THE  NEW  NORTHWEST. 


Land  G 


AND    LrRANT 


7  TOBK. 


/T. 

INK. 

Vt. 
A,  Pknx. 

I. 

ENN. 

Vt. 

A,  PENN. 
A,  PEKN, 


or 


Jhe  JIorthern  J'acifig  JIailroad  Pompany. 


The  charter  granted  by  the  Congress  of  the  United  States  of 
America  to  the  Northern  Pacific  Railroad  Company,  with  its  amend- 
ments, confers  the  right  to  construct  a  line  of  Railroad  and  Telegraph 
across  the  continent,  between  some  point  on  Lake  Superior,  in  the 
State  of  Wisconsin  or  Minnesota,  and  some  point  on  Puget  Sound,  vt'a 
the  valley  of  the  Columbia  river,  by  the  most  eligible  route  within  the 
territory  of  the  United  States,  on  a  line  north  of  the  45th  parallel  of 
latitude,  with  a  branch  to  Puget  Sound  across  the  Cascade  mountains 
from  some  convenient  point  on  the  main  trunk  line. 

The  charter  grants  the  Company  for  each  mile  of  track  20  alter- 
nate sections  of  public  land  (640  acres  to  the  section)  on  each  side  of 
the  line  of  the  Road  in  the  Territories,  and  10  alternate  sections  on 
each  side  of  the  line  in  the  States,  through  which  it  runs.  This  is 
equivalent  to  25,600  acres  per  mile  through  the  Territories,  and  12,800 
acres  per  mile  through  the  States,  or  an  average  of  nearly  23,000  acres 
per  mile  along  the  entire  length  of  the  Road.  The  grant  is  the  same  for 
the  chartered  branch  of  the  Road  as  for  the  trunk  line.  It  grants  to  the 
Company  the  right  of  way  for  their  Road  and  Telegraph  line  through 
the  public  domain,  to  the  extent  of  200  feet  in  width  on  each  side  of  the 
track,  and  all  necessary  ground  for  station-buildings,  workshops,  depots, 
machine-shops,  switches,  side-tracks,  turn-tables,  and  water-stations. 
It  grants  to  the  Company  the  right  to  take  from  the  public  domain 
adjacent  to  the  line  of  the  Road,  earth,  stone,  and  timber  for  construc- 
tion. If,  owing  to  pre-emption,  settlement  under  the  Homestead  Law, 
or  other  cause,  the  Company  cannot  get,  within  the  above  limits,  the 
quantity  of  land  per  mile  to  which  it  is  entitled  by  its  charter,  it  may 
make  up  the  deficiency  anywhere  within  twenty  miles  beyond  either 
boundary  of  its  land  grant.  This  provision  renders  it  absolutely  certain 
that  the  Company  will  receive  the  full  amount  of  land  granted. 


The  amount  of  land  granted  to  the  Northern  Pacific  Railroad  by  its 
charter,  original  and  as  amended,  exceeds  Fifty  Millions  (50,000,000) 
of  acres.  This  superb  estate  is  larger  by  10,000  square  miles  than  the 
six  New  England  States,  or  as  large  as  Ohio  and  Indiana  combined. 
There  is  room  in  it  for  ten  States  as  large  as  Massachusetts,  each  of 
them  with  a  soil,  a  climate,  and  resources  of  coal,  timber,  ores  of 
metals,  and  perpetual  water-power,  altogether  superior  to  those  upon 
which  Massachusetts  has  become  populous,  rich,  refined,  and  politi- 
cally powerful.  The  grant  is  nearly  seven  times  as  large  as  Belgium, 
or  more  than  three  and  a  half  times  as  large  as  Holland. 

CLIMATE— TEMPERATURE,  MOISTURE,  SOIL. 

Three  conditions  are  essential  to  successful  agriculture  and  the 
sustenance  of  a  dense  population,  viz.  ; — i.  A  climate  warm  enough 
to  ripen  crops,  and  secure  the  comfort  of  man  and  beast.  2.  A  soil 
of  reasonable  natural  fertility.  3.  Sufficient  moisture  to  render  that 
soil  productive.  Either  of  these  elements  being  absent,  the  result  is  a 
more  or  less  sterile  country.  Upon  the  fact  that  these  three  prime 
conditions  are  found  combined  in  the  region  traversed  by  the  Northern 
Pacific  Railroad  rests  the  need,  the  feasibility  and  the  assured  success 
of  this  great  enterprise. 

Temperature. — The  belt  of  country  tributary  to  the  Northern 
Pacific  Road  is  within  the  parallels  of  latitude  which  in  Europe,  Asia, 
and  America,  embrace  the  most  enlightened,  creative,  conquering  and 
progressive  populations.  It  is  within  the  climatic  conditions  illus- 
trated on  the  maps  by  the  curvature  Northwards  of  the  isothermal 
lines  of  mean  temperature  which  mark  on  the  Pacific  coast  in  latitude 
47  North,  the  mildness  of  the  climate  of  the  Chesapeake  Bay  op  the 
Atlantic  side  in  latitude  7^%,  and  which  give  to  the  region  of  this  rail- 
road between  the  Great  Lakes  and  the  Pacific  a  milder  atmosphere 
than  is  to  be  found  anywhere  else  at  the  same  distance  north  of  the 
equator,  except  upon  the  Western  coast  of  Europe.  The  summer  iso- 
thermal line  of  70  degrees,  whicn  in  Europe  passes  through  Southern 
France,  Lombardy,  and  the  wheat -growing  region  of  Southern  P.ussia, 
strikes  the  Atlantic  coast  of  the  United  States  at  the  east  end  of  Long 
Island,  and  passing  through  Central  Pennsylvania,  Northern  Ohio 
and  Indiana,  diverges  northwesterly,  and  runs  up  into  the  British 
Possessions  to  latitude  52,  at  least  360  miles  north  of  the  line  of  this 
Road. 


T 


Igium, 


The  fact  of  tliis  mildness  of  climate  is  abundantly  established. 
Nowhere  between  the  Lakes  and  the  Pacific  is  the  climate  colder  than 
in  Minnesota ;  and  this  great  State  is  not  surpassed  as  a  grain-growing 
region,  or  in  healthfulness  of  atmosphere.  The  season::  of  Dakota  are 
very  similar  to  those  of  Iowa,  and  from  Dakota  westward  the  climate 
steadily  modifies,  until,  in  Oregon  and  Washington  Territory,  there  is 
almost  no  winter  at  all  aside  from  a  rainy  season,  as  in  California. 
In  many  portions  of  Dakota,  Montana,  and  Northern  Idaho,  cattle  and 
horses  range  out  all  winter,  and  keep  in  excellent  condition  on  the 
nutritious  grasses  of  the  plains  and  valleys.  Records  kept  by  Govern- 
ment officers  at  the  various  military  stations  on  the  upper  waters  of 
the  Miss'  ^uri,  show  that  the  average  annual  temperature  for  a  series  of 
years  has  been  warmer  in  Northern  Montana  than  at  Chicago  or  Albany. 

This  remarkable  modification  of  climate,  the  existence  of  which 
no  well-informed  person  now  questions,  is  due  to  several  natural  causes, 
chief  among  which  are  probably  these : — First,  the  mountain  country 
lying  between  the  44th  and  50th  parallels  is  lower  by  some  3,00  ^  foet 
than  the  belt  lying  immediately  south.  The  highest  point  on  the  line 
of  the  Northern  Pacific  Road  is  3,300  feet  lower  than  the  corr.  -;ponding 
summit  of  the  Union  and  Central  line.  Both  the  Rocky  and  the  Cas- 
cade ranges,  where  V.r  '  are  crossed  by  the  Northern  Pacific  route,  are 
broken  down  to  low  elevations  compared  with  their  height  four  hundred 
miles  southward.  This  difference  in  altitude  would  itself  account  for 
much  of  the  difference  in  climate,  as  three  degrees  of  temperature  are 
allowed  for  each  thousand  feet  of  elevation.  But,  second,  the  warm 
winds  from  the  South  Pacific,  which  prevail  in  winter,  and  (aided 
by  the  warm  ocean  current  corresponding  to  our  Atlantic  gulf- 
stream)  produce  the  genial  climate  of  our  Pacific  coast,  pass  over  the 
low  mountain  ridges  to  the  north  of  latitude  44°,  and  carry  their  soft- 
ening effect  far  inland,  giving  to  Washington  Territory  the  climate  of 
Virginia,  and  to  Montana  the  mildness  of  Southern  Ohio. 

Professor  Blodget,  in  his  standard  work,  the  Climatology  of  the 
United  States,  says  of  the  Northwest : — 

The  assertion  may  appear  at  first  unwarranted,  but  it  is  demonstrable  that  an 
area  not  inferior  in  size  to  the  whole  of  the  United  States  east  of  the  Mississippi,  lies 
west  of  the  98th  meridian,  and  above  the  43d  parallel,  which  is  perfectly  adapted  to 
the  fullest  occupation  by  cultivated  nations.  It  has  an  immense  and  yet  unmeasured 
capacity  for  occupation  and  expansion. 

Hon.  E.  D.  Mansfield,  Commissioner  of  Statistics  for  Ohio,  whose 
life-long  study  of  the  questions  of  climate,  settlement,  migration,  and 


I  \ 


I  I 


1 1 J 

'I 


6 


agricultural  industries,  gives  his  opinions  deserved  weight  throughout 
the  country,  says,  in  a  recent  contribution  to  the  Cincinnati  Gazette : — 

Neither  lines  of  latitude  nor  boundary  lines  have  much  to  do  with  climate,  at 
least  anywhere  south  of  the  65th  degree.  We  certainly  cannot  ignore  the  lact  that 
England  and  Ireland  are  among  the  most  fertile  and  productive  countries  of  Europe, 
although  entirely  north  of  the  whole  of  the  United  States.  When  we  inquire  for  the 
true  character  of  any  unsettled  region  within  the  temperate  zone,  we  must  look  to 
other  conditions.  Soil  is  largely  influenced  by  geological  elements  Temperature  is 
most  largely  influenced  by  currents  of  wind,  generally  arising  on  the  great  ocean 
waters,  modified  by  plains  and  deflected  by  mountains.  What,  then,  is  the  character 
of  what  we  may  call  the  interior  of  the  great  Northwest  ? 

The  Northern  Pacific  route  is  very  near  the  southern  boundary  of  the  vast  pro- 
ductive region  we  speak  of,  and  therefore  the  theory  of  a  too  rigid  climate  will  not, 
in  any  event,  be  applicable  to  it.  But  we  shall  here  trace  the  climatic  line  of  cereal 
production  in  reference  to  this  great  region  generally,  believing  the  great  question  of 
the  value  of  lands,  and  of  the  road  itself,  is  the  question  of  actual  settlements.  Are 
they  practicable  and  probable  ?  If  we  suppose  an  arable  country,  half  as  fertile  as 
that  of  Ohio,  wo  shall  have  a  country  which  in  a  few  years  will  be  settled  and  valu- 
able. Let  us  look,  then,  first  of  all,  to  the  isothermal  lines — lines  of  vegetable  pro- 
duction. If  we  knew  nothing  of  Japan,  we  should  know  all  about  its  vegetable  pro- 
ducts yo'Ociii^  things  being  equal)  by  knowing  that  the  isothermal  lines  of  Ohio  pass 
through  Japan.  Turning,  then,  to  the  lines  of  cereal  production,  we  find  (see  Blod- 
get's  maps)  that,  proceeding  from  the  point  where  the  40th  degree  north  latitude 
touches  the  Atlantic  coast,  the  isothermal  line  tending  north  reaches  Lake  Erie  near 
Cleveland,  passes  through  or  near  Chicago,  crosses  the  Mississippi  above  the  4Slh 
degree,  goes  north  of  the  Upper  Missouri,  and  crossing  the  boundary  of  the  United 
States,  ascends  to  the  50th  degree  into  the  Valley  of  the  Saskatchewan.  Taking  the 
isothermal  line  of  Nantucket  (Mass.),  and  it  passes  still  higher.  We  find,  then,  in 
point  of  fact,  that  the  climate  of  the  region  from  the  Upper  Missouri  to  the  Saskat- 
chewan is  substantially  that  of  New  York,  and  that  it  is  exactly  the  climate  which  in 
Europe  is  deemed  best  for  grain  growing. 

An  army  officen,  who  has  spent  a  dozen  years  in  Montana,  writes : — 
"I  have  travelled  in  many  countries,  and  been  stationed  in  many  dif- 
ferent portions  of  America,  but  I  have  never  found  a  climate  that 
suited  me  so  completely  as  this  of  Montana."  A  resident  of  Northern 
Montana  writes,  that  on  January  9th,  1871,  his  family  spent  the  day 
without  fires,  and  with  open  windows.  On  the  30th  of  December, 
1870,  Judge  Rice,  of  Maine,  plucked  a  bouquet  of  flowers  in  the  open 
fields  in  Washington  Territory.  Rev.  Mr.  Spaulding,  the  venerable 
missionary  who  has  spent  thirty  years  in  Idaho,  Montana,  and  Ore- 
gon, assures  us  that  herds  of  domestic  cattle  are  wintered  on  the  slopes 
of  the  Rocky  Mountains,  with  no  food  but  the  abundant  bunch-grass. 


' 


oughout 
izette : — 

climate,  at 
e  fact  that 
of  Europe, 
uire  for  the 
ust  look  to 
iperature  is 
reat  ocean 
e  character 

le  vast  pro- 
ite  will  not, 
ne  of  cereal 
;  question  of 
nents.    Are 
as  fertile  as 
d  and  valu- 
getable  pro- 
igetable  pro- 
if  Ohio  pass 
d  (see  Blod- 
orth  latitude 
ke  Erie  near 
)ve  the  45  ih 
f  the  United 

Taking  the 
(ind,  then,  in 
0  the  Saskat- 
late  which  in 


I,  writes; — 

1  many  dif- 
limate  that 
)f  Northern 
nt  the  day 
December, 
in  the  open 

2  venerable 
I,  and  Ore- 
1  the  slopes 
lunch-grass. 


This  could  not  be  done  in  Southern  Illinois.  Stock-raisers  in  Wyo- 
ming and  Southern  Idaho  drive  their  herds  north,  to  the  vicinity  of 
the  Northern  Pacific  route,  to  spend  the  winters,  on  account  of  the 
milder  season,  less  snow-fall,  and  abundant  grazing.  Buffalo  make 
similar  migrations,  taught  by  instinct  and  experience.  A  few  definite 
facts  like  these  (and  they  could  be  multiplied  without  limit)  outweigh 
volumes  of  climatic  theory.  The  subject  of  the  temperature  of  the 
belt  within  which  lies  the  Land  Grant  of  the  Northern  Pacific  Rail- 
road, cannot  be  better  summed  up  than  by  repeating  that  Minnesota 
has  the  average  temperature  of  Northern  New  York  without  its  dis- 
comfort and  chill ;  Dakota,  that  of  Iowa,  with  a  drier  and  more  in- 
vigorating air;  Montana,  that  of  Ohio  without  its  dampness  and 
changeableness ;  Washington  and  Oregon  have  the  climate  of  Virginia, 
with  more  rain  and  cooler  summer-nights. 

'"^Moisture. — One  of  the  causes  heretofore  cited  as  helping  to 
produce  the  mild  seasons  of  the  New  Northwest — namely,  the  depres- 
sion of  the  mountain  ranges  toward  the  north — may  also  account  for 
the  equable  rain-fall  in  nearly  all  parts  of  this  vast  area.  The  south- 
west winds,  saturated  by  the  evaporation  of  the  tropics,  carry  the 
rain-clouds  eastward  over  the  continental  d'vide,  and  distribute  their 
moisture  over  the  Fertile  Belt  stretching  from  the  mountains  to  the 
lakes.  Further  south  the  mountain  ridges,  with  their  greater  altitude, 
act  as  a  wall  against  the  warm,  moist,  west  winds ;  hence  the  colder 
winters  and  the  comparative  dryness  of  much  of  the  region  south  of 
Montana  and  east  of  the  mountains.  That  the  country  tributary  to 
the  Northern  Pacific  Railroad,  and  embracing  its  Land  Grant,  has, 
with  some  exceptions,  an  adequate  supply  of  atmospheric  mois- 
ture for  all  purposes  of  agriculture  and  stock-raising,  there  is  no  ques- 
tion. The  proof  is  abundant  and  conclusive,  and  is  made  up  of  the 
concurrent  testimony  of  settlers  who  have  spent  years  in  all  portions  of 
the  great  Fertile  Belt,  and  of  Government  officers  who  have  measured 
and  reported  the  rain-fall  for  successive  seasons.  Mr.  Mansfield,  in 
the  course  of  the  same  paper  from  which  we  have  quoted  iibove,  says 
on  this  point : 

But  there  is  another  element  of  climate  which  we  admit  to  be  of  the  highest  im- 
portance, and  which  has  proved  the  great  point  of  difficulty  with  that  great  central 
region  through  which  the  Union  Pacific  passes.  This  is  the  aridity  or  want  of 
In   the  whole  of  that  great  arid  plain,  on  the  eastern   side   of  the  Rocky 


ram 


Mountains,  there  is  only  r.  breadth  of  fifteen  miles  just  at  the  ,oot  of  the  main  ridge 
where  the  clouds  are  condensed,  in  which  agriculture  can  be  carried  on  without 


i 


I 


8 


Irrigation.  The  same  thing  is  true  of  that  vast  country  on  or  near  the  3Sth 
parallel.  This  is  the  reason  why  New  Mexico,  Colorado,  and  that  section,  have  not 
become  populous.  Exactly  the  reverse  is  true  of  that  Northwestern  region  of  which 
we  speak.  The  great  currents  of  air  which  have  left  the  central  region  comparatively 
rainless,  have,  on  the  ot'iier  hand,  given  ample  supplies  of  water  to  the  great  North- 
west.       ***** 

And  here  we  have  to  state,  in  behalf  of  this  most  valuable  and  interesting  region 
a  fact  which  seems  almost  incredible,  but  of  the  truth  of  which  there  is  no  doubt.  It 
is  this :  that  in  the  high  latitudes,  north  of  the  Missouri  river,  less  snmv  falls  in 
luinter,  and  more  rain  in  summer, .  than  in  the  latitudes  below.  Hence  the 
Northern  Pacific  has,  in  fact,  far  less  climatic  difficulties  to  encounter  on  the  line  o( 
the  route  than  has  the  Union  Pacific.  This  is  an  all-important  fact,  and  wlile  we 
might  cite  several  authorities  on  this  point,  we  shall  cite  only  one,  which  we  think 
conclusive.  This  is  the  memorandum  on  the  climate  of  the  Northern  Route,  pre- 
pared by  Gen.  George  B.  McClellan,  and  found  in  the  "  United  States  Explorations," 
Vol.  I,  pages  I2b  -130.  There  is  no  doubt  of  the  fact,  as  stated  by  both  Blodget 
and  McClellan. 

Admittedly  there  are  detached  portions  of  the  vast  region  tribu- 
tary to  the  Northern  Pacific  Railroad,  where  for  the  present  the  rain- 
fall is  insufficient  for  most  crops,  and  inigation  is  necessary,  yet  even 
in  such  localities  the  grazing  is  usually  good.  But,  making  ample 
allowance  for  the  occasional  absence  of  sufficient  moisture,  this  Land 
Grant  of  the  Northern  Pacific  Road  is,  as  a  whole,  abundantly  irrigated 
by  nature.  The  wonderful  network  of  living  brooks,  lakes,  streams, 
and  navigable  rivers,  with  which  this  region  is  supplied  is  perhaps  its 
most  striking  feature. 

Soil. — Those  who  have  traversed  the  whole  of  the  Fertile  Belt 
from  the  Mississippi  to  Puget  Sound  claim  that  there  is  no  other  sec- 
tion of  the  Continent  of  equal  area  which,  all  things  considered, 
surpasses  this  in  natural  resources,  including  a  fertile  soil ;  and  the 
evidenre  is  superabundant  in  support  of  this  view.  That  the  average 
of  soil  in  those  portions  of  Minnesota,  Dakota,  Montana,  Idaho, 
Washington,  and  Oregon  adjacent  to  the  Northern  Pacific  Railroad 
is  good,  there  is  absolutely  no  question.  Of  alkali-plains,  sand,  and 
sage-brush  there  is  next  to  none  at  all  on  the  route.  Of  Minnesota  (in 
the  richest  portions  of  which  State  the  Northern  Pacific  Railroad  and  its 
branches  receive  six  million  acres  of  land)  Governor  Marshall  says : 

The  area  of  this  district  of  Northern  Minnesota  and  the  Red  River  valley  in 
Dakota,  through  which  the  Northern  Pacific  Railroad  will  run,  and  to  which  it  will 
pour  out  its  wealth  of  production,  is  scarcely  less  than  60,000  square  miles,  or 
38,400,000  acres.    Its  capacity  for  produclnj  the  cereals  m-iy  be  estimated  from  the 


£ 


9 


the  3Sth 
\,  have  not 
1  of  which 
tiparatively 
•eat  North- 
ting  region 
doubt.  It 
w  falls  in 
Hence  the 
the  line  o( 
1  wlile  we 
\  we  think 
Route,  pre- 
)lorations," 
th  Blodget 


on  tribu- 
the  rain- 
yet  even 
ig  ample 
his  Land 
•  irrigated 
,  streams, 
erhaps  its 

rtile  Belt 
other  sec- 
nsidered, 
;  and  the 
e  average 
a,  Idaho, 
:  Railroad 
sand,  and 
nesota  (in 
)ad  and  its 
11  says: 

ver  valley  in 
ivhich  it  will 
ire  miles,  or 
ted  from  the 


present  production  of  the  tilled  lands  of  Minnesota.  The  reliable  estimates  of  the 
Commissioner  of  Statistics  of  Minnesota  give  the  area  cultivated  in  1869  at  1,100,000 
acres  (about  2  per  cent,  only  of  the  whole  area  of  the  State),  and  the  yield  of  this 
area  the  present  year  at  over  20,000,000  bushels !  Upon  this  basis,  the  Northern 
district  I  have  described  is  capable  of  producing  the  enormous  quantity  of  over  six 
HUNDRED  MILLION  bushels — many  times  greater  than  the  entire  wheat  crop  of  the 
United  States,  and  equal  to  that  of  the  whole  world !     The  valley  of  the  Red  River 

alone,  I  believe,  is  capable  of  producing  breadstufFs  for  the  whole  United  States. 
********** 

The  country  west  of  the  Red  River  valley  across  to  the  Missouri  River  is  a 
fertile  plain  covered  with  nutritious  grasses,  but  destitute  of  timber,  except  along 
the  streams.     The  soil  seems  everywhere  good,  and  the  surface  favorable  for  farming. 

The  U.  S.  Land  Commissioner,  Hon.  Joseph  S.  Wilson,  in  his 
report  for  1869,  said: 

The  Northern  Pacific  offers  a  pretty  safe  guarantee  against  those  formidable 
obstructions  from  snow  wliich  tlie  more  southern  route  has  already  experienced. 
The  undeveloped  resources  of  this  Company  are  attracting  the  attention  of  capitalists. 
Its  landed  subsidy  is  double  that  of  the  Union  Pacific  Road.  Comparatively  a  very 
small  proportion  of  this  line  runs  through  an  elevated  region.  Governor  Stevens 
[who  repeatedly  passed  over  the  route  of  the  Northern  Pacific  Road,  and  studied  it  in 
all  its  aspects]  was  of  the  opinion  that  not  more  than  cne-fifth  of  the  land  from  Red 
River  to  Piiget  Sound  is  unstated  to  cultivation,  and  that  this  fifth  is  largely  made  up 
of  mountains  covered  with  bunch  grass  and  valuable  timber  and  filled  with  the  frecious 
metals.  It  is  evident  that  an  immense  agricultural  area  is  here  awaiting  develop- 
ment. Tlie  great  wheat-growing  regions  on  the  left  bank  of  the  Upper  Missouri 
promise  speedy  settlement  upon  the  opening  of  an  avenue  for  the  transportation  of 
their  products  to  market.  Each  section  of  the  Road  as  it  is  completed,  will,  from 
local  traffic  alone,  find  ample  returns  for  its  investment. 

Quincy  A.  Scott,  describing  the  Yellowstone  valley,  in  Montana, 
says: 

Some  of  the  other  valleys  are  beautiful.  This  is  grand.  It  abounds  in  magnificent 
scenery,  most  excellent  fann-sitcs,  and  water-powers.  The  soil  is  very  rich  and 
fertile,  timljer  very  convenient,  coal  and  iron  cropping  out  in  al^undance  at  different 
points,  and  at  others  evidence  of  rich  deposits  of  copper,  while  the  surrounding 
mountains  are  full  of  gold  and  silver-bearing  quartz. 

To  quote  once  more  the  language  of  Hon.  E.  D.  Mansfield: 

It  being  shown,  then,  that  these  difficulties — winter  snows  and  want  of  water  — 
V/hich  are  so  formidable  on  the  Union  Pacific  route,  do  not  exist  at  all  on  tin.-  Norlli- 
ern,  but,  on  the  contrary,  that  there  is  light  snow,  abundant  rains,  and  the  isothermal 
(climatic)  lines  of  England,  Ireland,  w^  Germany,  we  may  turn  for  a  moment  to  the 
general  character  of  the  soil.     [Here  Mr.  Mansfield  quotes  various  authorities.] 


I! 


i    ' 


: 


:  = 


hi 


10 


Thus  the  testimony  of  the  most  Intelligent  and  scientific  observers  agree  (and  we 
might  cite  many  more)  that  in  this  great  region — on  the  south  side  of  which  the 
Northern  Pacific  will  pass — there  is  soil,  climate,  moderate  seasons,  and  abundant 
water,  equal  to  those  fertile  and  productive  sections  of  the  temperate  zone  in  Middle 
and  Northern  Europe,  which  have  there  brought  population,  wealth,  and  arts. 

In  1805,  Lord  Selkirk  began  colonization  in  British  America,  on 
the  northern,  side  of  this  Northwestern  Fertile  Belt,  and  claimed  for 
this  tract  a  capacity  to  support  thirty  millions  of  people.  This  would 
only  be  sixty  persons  to  the  square  mile,  and  this  is  less  than  in  coun- 
tries far  inferior. 

Blodget,  in  his  CUmatalogy,  says  of  this  fertile  region  beyond 
the  British  border,  which  will  soon  be  furnishing  traffic  to  this  Road  : 

All  the  grains  of  the  cool,  temperate  climate  are  produced  abundantly.  Indian 
com  may  be  grown  on  both  branches  of  the  Saskatchewan  [500  miles  north  of  the 
Northern  Pacific  Railroad  Land  Grant],  and  the  grass  of  the  plains  is  singularly 
abundant  and  rich.  Not  only  in  the  earliest  period  of  exploration  of  these,  but  now, 
they  are  the  great  resort  for  buffalo  herds,  which,  with  the  domestic  herds,  and  the 
horses  of  the  Indians  and  the  colonists,  remain  on  them  and  at  their  woodland 
borders  through  the  year. 

Governor  Potts,  of  Montana,  states  that  at  an  agricultural  fair  in 
that  territory,  in  1S70,  he  saw  various  samples  of  wheat,  which  yielded 
80  bushels  to  the  acre.  Forty  bushels  to  the  acre  is  not  an  unusual 
crop  in  the  Yellowstone  valley.  If  the  average  yif^ld  is  thirty  bushels 
it  IS  double  that  of  Ohio.  The  record  of  the  production  of  wheat  in  the 
Columbia  valley  shows  that  its  soil  is  equal  to  that  of  the  Yellowstone. 
The  Walla  Walla  land  is  as  good  as  that  of  the  Columbia — forty  bushels 
of  wheat  to  the  acre,  weighing  sixty-three  pounds  to  the  bushel,  roses  and 
other  flowers  blooming  in  the  open  air  on  Christmas  Day,  and  fruit  for 
market  in  two  years  after  transplanting  of  the  grafts,  being  the  proof. 
The  valleys  of  the  Pelouse,  Snake,  Spokane,  Bitter-root,  Jocko,  Flat- 
head, and  Deer  Lodge,  are  very  fertile.  The  settlers  in  the  Gallatin, 
Madison,  and  Jefferson  valleys  claim  to  have  the  best  of  soil  and 
climate.  That  the  climate  of  that  New  Northwest,  which  is  now 
opening  to  settlement,  trj.vel,  and  trade,  is  such  as  to  make  a  con- 
genial home  for  the  migrating  millions  of  central  and  northern 
Europe,  and  the  crowded  portions  of  our  own  land,  there  is  no  doubt. 
That  its  soil,  its  resources  of  minerals  and  timber,  its  matchless  water- 
courses, and  its  accessibility  to  the  commerce  and  the  markets  of  the 
world,  also  adapt  it  to  be  the  residence  of  a  numerous  and  thrifty  popu- 
lation, is  equally  unquestionable. 


It 
o 


11 


ee  (and  we 
»f  which  the 
d  abundant 
e  in  Middle 
arts. 

nerica,  on 
laimed  for 

Phis  would 
n  in  coun- 

Dn  beyond 
this  Road : 

ntly,  Indian 
north  of  the 
is  singularly 
ese,  but  now, 
lerds,  and  the 
leir  woodland 


;ural  fair  in 
lich  yielded 

an  unusual 
lirty  bushels 
wheat  in  the 
Yellowstone, 
forty  bushels 
lel,  roses  and 
and  fruit  for 
ig  the  proof. 
Jocko,  Flat- 
the  Gallatin, 

of  soil  and 
hich  is  now 
make  acon- 
md  northern 
;  is  no  doubt, 
tchless  water- 
larkets  of  the 
[  thrifty  popu- 


TIMBER  AND  MINERALS. 

Unlike  the  lands  of  any  and  all  other  routes  of  trans-continental 
railway,  the  Land  Grant  of  t!:e  Northern  Pacific  Railroad  has  ample 
supplies  of  timber  for  the  construction  and  maintenance  of  its  line, 
and  for  the  supply  of  its  present  and  future  population;  and  this  is  so 
situated  that  it  may  be  transported  from  either  terminus  over  the  road 
as  fast  as  constructed,  and  at  the  same  time  distributed  east  and  west 
from  the  Rocky  Mountain  centre.  In  Minnesota  the  Road  traverses 
a  hundred  miles  of  forest.  Thence  westward  the  streams  and  lakes 
are  usually  fringed  with  timber.  The  materials  for  an  unlimited  lum- 
ber trade  exist  on  and  near  the  western  end  of  this  Land  Grant,  and 
maintain  with  a  single  interruption  to  the  eastern  foot  of  the  Rocky 
Mountains.  Forests  of  fir  of  three  varieties,  of  cedar  of  two  varieties, 
of  pine,  spruce,  hemlock,  cypress,  ash,  curled  maple,  and  black  and 
white  oak,  envelope  Puget  Sound,  and  cover  the  larger  part  of  Wash- 
ington Territory,  surpassing  the  woods  of  all  other  countries  in  the 
size,  quality,  and  quantity  of  the  timber.  The  firs  in  many  localities 
will  cut  120,000  feet  to  tlie  acre.  Trees  are  common  whose  circum- 
ferences range  from  20  to  40  feet,  and  whose  heights  vary  from  200  to 
upwards  of  300  feet.  The  paradox  of  firs  too  large  to  be  profitably 
cut  into  lumber  is  to  be  seen  in  various  parts  of  Western  Washington. 
The  cedars  of  Washington  are  as  thick  through  as  the  firs,  but  not  so 
tall.  Forests  yielding  100,000  feet  and  upwards  per  acre  are  common 
around  Puget  Sound.  The  wood  of  the  firs  and  cedars,  unequalled 
for  lightness,  straightness  of  cleavage,  and  resistance  of  moisture, 
stronger  than  oak,  and  more  retentive  of  spikes  and  tree-nails,  will 
supplant  all  other  timber  for  ship-building  on  both  shores  of  the  Pacific 
Ocean.  Last  year  Puget  Sound  exported  above  180  million  feet  of 
lumher,  20  millions  of  lath  and  shingles,  and  a  large  amount  of  masts, 
spars,  and  piles.  The  product  of  the  as  yet  scarcely  scarred  forests  of 
Washington  Territory  was  sold  in  California,  South  America,  Austra- 
lia, Japan,  China,  tlie  East  Indies,  and  Europe.  The  Land  Grant  of 
the  Northern  Pacific  Railroad  covers  several  million  acres  of  these 
magnificent  fir  forests,  which  are  not  only  the  wonder  of  travelers, 
but,  what  is  more  to  the  point,  they  constitute  an  element  of  vast 
wealth  to  the  Compmy,  and  hence  of  security  to  its  creditors. 

Coal. — This  Land  Grant  has  an  abundance  of  fuel  in  addition  to 
its  timber.  Bituminous  coal  of  a  good  quality  outcrops  for  100  miles 
on  the  eastern  rim  of  Puget  Sound.     Three  veins  have  been  opened 


i 


II 


la 


11 


which  can  be  cheaply  worked,  the  lowest  being  16  feet  thick.  West 
of  the  Cascade  range  of  mountains  coal  is  found  and  mined  at  differ- 
ent points  all  the  way  from  Willamette  Valley  to  Bellingham  Bay. 
The  San  Francisco  ocean  steamers  are  supplied  from  the  Puget  Sound 
mines.  In  1870,  twenty-five  thousand  tons  of  Coal  were  shipped  to 
San  Francisco  from  a  single  mine  on  Puget  Sound.  Coal  has  been 
found  near  the  Cowlitz  and  Snoqualmie  Pass  of  the  Cascades.  It  out- 
crops on  the  Yellowstone  and  the  head  waters  of  the  Missouri.  It  is 
extensively  mined  for  governrnent  and  public  use  at  the  great  bend  of 
the  Missouri.  It  is  certainly  known  to  underlie  much  of  the  area  from 
the  Rocky  Mountains  to  the  Mississippi  on  the  line  of  the  Northern 
Pacific  Railroad.  In  Minnesota  it  has  been  discovered  on  a  tributary 
of  the  river  of  that  name,  and  on  the  Sauk.  In  Dakota  it  outcrops 
on  the  banks  of  the  Cheyenne.    It  abounds  in  British  America. 

Other  Minerals. — At  the  eastern  end  of  the  Grant,  and  near  the 
line  of  the  Road,  are  the  well-known  Lake  Superior  mines  of  copper, 
and  of  the  famou?  magnetic  iron  ore.  Deposits  of  iron  have  been 
discovered  within  two  or  three  miles  of  where  the  Northern  Pacific 
route  crosses  the  Cascade  range.  At  an  early  day  it  is  the  intention 
of  the  Railroad  Company  to  furnish  itself  with  rails  from  the  abundant 
supplies  of  iron  ore  distributed  at  various  points  along  its  line.  From 
the  eastern  foot-hills  of  the  Rocky  Mountains  to  Puget  Sour  a  this 
Land  Grant  belts  as  rich  mineral  deposits  as  are  to  be  found  on  the 
continent,  consisting  of  gold,  silver,  platinum,  lead,  copper,  iron,  and 
rock  salt.  The  gold  yield  of  this  region  was  Twenty  Million  dol- 
lars in  1870,  and  the  evidences  increase  of  the  richness  and  per- 
manent character  of  these  mines.  Although  the  precious  metals  are 
reserved  from  the  grant,  their  presence  within  its  limits,  in  practi- 
cally inexhaustible  quantities,  adds  very  greatly  to  the  value  of  adja- 
cent railroad  lands.  The  iron  and  coal  lands,  which  are  the  property 
of  the  Railroad  Company,  will  prove  one  of  its  most  fruitful  sources 
of  wealth. 

COMPARED  WITH  OTHER  GRANTS. 

A  second  measure  of  the  value  of  this  Land  Grant  may  be  taken 
from  the  sales  of  the  lands  granted  by  Congress  to  the  Illinois  Central 
Railroad,  to  the  Kansas  Pacific  Railroad,  and  the  sales  of  the  Minne- 
sota School  Lands. 

The  Illinois  Central  received  a  Land  Grant  of  2,595,000  acres, 
mainly  treeless  prairie.     Sales  from  this  grant  up  to  January  i,  1869, 


1 

ma 

i 

Gr 

■■' 

out 

1 

cot 

1  °^ 

1  p^ 

1 

1 

val 

13 


ck.    West 
i  at  differ- 
;ham  Bay. 
iget  Sound 
shipped  to 
1  has  been 
;s.     It  out- 
ouri.     It  is 
at  bend  of 
e  area  from 
J  Northern 
a  tributary- 
it  outcrops 
rica. 

nd  near  the 
of  copper, 
have  been 
lern  Pacific 
he  intention 
he  abundant 
line.     From 
t  Sour  J.  this 
bund  on  the 
er,  iron,  and 
Million  dol- 
ess  and  per- 
is metals  are 
ts,  in  practi- 
alue  of  adja- 
the  property 
nitful  sources 


may  be  taken 
linois  Central 
jf  the  Minne- 

;95,ooo  acres, 
luary  i,  1869, 


had  amounted  to  $23,793,255,  including  interest  on  deferred  payments, 
and  there  remained  unsold  526,690  acres,  worth  $10  per  acre.  In 
other  words,  the  Illinois  Central's  grant  of  2,595,000  acres,  when  all 
sold,  will  have  yielded  the  Company  fully  1^30,000,000 — an  average  of 
more  than  ;^ii  per  acre,  and  more  than  the  total  cost  of  building  the 
Road.  So  safe  were  the  credit  sales  of  these  lands  that,  at  the  close  of 
the  year  1867,  upwards  of  15,000  individual  accounts  were  on  the 
Illinois  Central  Company's  books,  and  not  a  suit  or  a  claim  was  pen- 
ding in  court  in  relation  to  any  one  of  them. 

Financiers  and  dealers  in  public  and  corporate  funds  may  better 
appreciate  the  value  of  the  Illinois  Central  Grant  from  the  fact  that  in 
1868  the  Company  paid  its  stockholders  dividends  amounting  to  22 
per  cent.,  and  the  public  bought  its  shares  at  147.  At  the  bottom  of 
this  prosperity  and  confidence  was  a  Land  Grant  of  2,595,000  acres. 
The  Northern  Pacific  Road's  grant  is  six  times  as  large  per  mile  and 
tjventy  times  as  large  in  the  aggregate  as  the  Illinois  Central's;  and  on 
the  question  of  the  comparative  intrinsic  worth  of  the  two  grants,  we 
have  the  published  opinion  of  John  Wilson,  Esq.,  who  was  long  at  the 
head  of  the  Land  Department  of  the  Illinois  Central  Road.  Mr. 
Wilson  says: 

With  all  the  information  I  have  collected,  and  an  experience  enjoyed  by  but 
few,  I  consider  the  Grant  to  the  Northern  Pacific  Railroad  worth  from  fifty  to  one 
hundred  per  cent,  per  acre  more  than  the  Central's.  Comparing  this  Grant  with  that 
of  the  Illinois  Central,  I  think  it  a  small  estimate  to  say  that  if  this  Grant  is  properly 
managed,  it  will  build  the  entire  Road,  connecting  with  the  present  terminus  of  the 
Grand  Tnmk,  through  to  Puget  Sound  and  head  of  navigation  on  the  Columbia — fit 
out  an  entire  fleet  of  sailing  vessels  and  steamers  for  the  China,  East  India,  and 
coasting  trade,  and  leave  a  surplus  that  will  roll  up  to  millions. 

The  Kansas  Pacific  Railway  has  adopted  the  policy  of  disposing 
of  its  lands  principally  to  an  influential  Immigration  and  Land  Com- 
pany, so  as  to  force  the  early  settlement  of  the  region  through  which 
it  runs.  In  1869  it  disposed  in  this  way  of  428,568  acres,  at  prices 
varying  from  $1.00  to  $8.00  per  acre.  The  road  received,  on  an 
average,  $3. 35  per  acre  for  soil  that  is  within  the  limits  of  what  is 
described  on  American  atlases  as  "The  Great  American  Desert." 
The  Immigration  Company  received  for  these  lands  an  average  of 
54.31  per  acre,  which  sum  really  should  be  the  measure  of  their  value 
for  that  year.  During  1870  the  Union  Pacific  Railroad  Company  sold 
294,000  acres  of  land,  at  an  average  of  1^4.46  per  acre. 


i 


ir 


14 


'  i 


The  School  Lands  of  Northern  Minnesota  will  be  in  part  within 
the  limits  of  the  Northern  Pacific  Railroad  Grant  in  that  State.  The 
average  price  at  which  they  were  sold  in  1865  was  reported  to  the 
Minnesota  Legislature  as  $6.^0  per  acre. 

Now  what  is  this  landed  empire  of  50,000,000  acres  worth?  If 
it  sells  for  only  the  low  price  per  acre  at  which  the  Kansas  Pacific 
Road  forced  off  its  lands,  while  it  ran  through  and  stopped  in  a 
wilderness  of  buffalo  grass,  the  proceeds  will  be  over  1^165,000,000. 
If  nursed  and  sold  on  judicious  credits,  as  were  the  lands  of  the  Illi- 
nois Central,  the  proceeds  would  be,  on  the  basis  of  that  road's  sales, 
$550,000,000!  If  sold  at  the  average  price  of  the  Minnesota  School 
Lands,  the  proceeds  will  be  5350,000,000.  The  elements  for  apprais- 
ing the  market  value  of  the  Northern  Pacific  Land  Grant  sufficiently 
exist  to  make  it  absolutely  certain  that  it  can  be  sold  for  a  sum  much 
greater  than  the  cost  of  constructing  and  equipping  the  road.  The 
policy  of  the  Company,  however,  will  be  to  sell  its  lands  at  such 
moderate  prices  as  to  render  their  speedy  absorption  and  settlement 
certain,  rather  tlian  hold  them  for  an  extreme  advance,  at  the  expense 
of  the  development  of  the  country. 


SETTLEMENT— IMMIGRATION— COLONIZATION. 


With  the  attractions  of  climate,  soil,  and  scenery,  which  Nature 
has  given  the  New  Northwest,  the  simple  building  of  the  Northern 
Pacific  Road  would  suffice  ultimately  to  people  the  country  along  its 
line.  Accessibility  is  about  all  that  is  needed  to  turn  the  tide  of 
migration  into  this  fertile  region.  Already  thousands  of  settlers  are 
following,  and  often  preceding,  the  surveying  and  construction  parties 
on  the  Road  through  Minnesota  and  Dakota.  The  same  is  true  on 
the  Pacific  slope.  A?  fast  as  the  Road  can  be  built,  it  will  find  a 
population  already  on  its  flank:.  But,  to  render  this  natural  move- 
ment certain,  rapid,  and  constant,  the  Northern  Pacific  Railroad 
Company  is  organizing  an  Immigration  Bureau  in  connection  with  its 
Land  Department.  The  system  adopted  is  practical,  though  new, 
and  on  a  scale  worthy  of  the  great  trust  the  nation  has  confided  to 
this  Corporation. 

In  carrying  out  the  details  of  this  scheme  the  Company  will  aim : 
I.  To  employ  as  its  Land  and  Emigration  Agents,  at  home  and 
abroad,  only  men  of  the  highest  character.  2.  To  permit  no  repre- 
sentations to  be  made  by  its  authority  which  the  facts  will  not  fully 


tl 


15 


part  within 
;tatc.  The 
rted  to  the 

worth?     If 
nsas  Pacific 
opped  in  a 
65,000,000. 
i  of  the  Illi- 
road's  sales, 
;sota  School 
for  apprais- 
sufficicntly 
a  sum  much 
road.     The 
mds  at  such 
d  settlement 
;  the  expense 


rioN. 

vhich  Nature 
the  Northern 
,try  along  its 
I  the  tide  of 
f  settlers  are 
jction  parties 
le  is  true  on 
it  will  find  a 

atural  move- 
:ific  Railroad 
•ction  with  its 

though  new, 
s  confided  to 

any  will  aim : 
at  home  and 
mit  no  repre- 
will  not  fully 


warrant.  3.  To  promote,  as  far  as  possible,  the  formation  of  colo- 
nies, both  in  Europe  and  the  older  States  of  our  own  country,  so  that 
neighbors  in  the  old  home  may  be  neighbors  in  the  new;  so  that 
friends  may  settle  near  each  other,  form  communities,  establish 
schools,  and,  in  short,  avoid  many  of  the  traditional  hardships  which 
have  usually  attended  pioneer  life.  4.  To  exercise  over  emigrants, 
en  route,  whatever  supervision  their  best  interests  may  require,  seeing 
to  it  that  transportation  charges  are  the  lowest  attainable,  that  accom- 
modations on  ships  and  cars  are  comfortable,  that  their  treatment  is 
kind,  their  protection  against  fraud,  compulsion,  and  abuse  of  all  sorts, 
complete,  and  that  every  dollar  of  unnecessary  expenditure  on  the  way 
is  avoided,  and  the  emigrant  enabled  to  husband  his  means  for  the 
work  of  starting  a  homestead.  The  Company  intend  to  complete 
the  work  of  caring  for  the  settlers  who  move  to  the  line  of  their  Road 
by  furnishing  lands  at  such  moderate  prices,  and  long  credits,  that  the 
poorest  need  not  remain  landless;  by  aiding  all  who  prefer  it  to  secure 
homesteads  from  the  Government  domain;  by  transporting  settlers, 
their  families  and  goods  at  reduced  rates;  by  seeing  to  it  that  all  the 
elements  of  a  sound  civilization,  including  educational,  church,  and 
mail  facilities,  keep  pace  with  the  progress  of  the  Road  and  the  growth 
of  communities. 


POSTSCRIPT. 

The  facts  regarding  the  climate  and  fertility  of  the  Northwestern 
Belt  are  so  opposed  to  prevalent  inherited  opinions,  that  it  is  difficult 
to  tell  the  whole  truth  in  these  regards  without  appearing,  to  the  unin- 
formed, to  exaggerate  for  a  special  purpose.  Desirous  of  keeping  con- 
siderably within,  rather  than  pass  beyond,  the  actual  facts,  we  submitted 
that  portion  of  this  pamphlet  which  treats  of  the  above  topics  to  Mr. 
Lorin  Blodget,  author  of  Blodgefs  Climatology,  and  unquestionably  the 
highest  scientific  authority  on  this  subject  either  here  or  elsewhere. 
Mr.  Blodget  thus  heartily  corroborates  the  estimate  herein  given  of  the 
resources  and  capabilities  of  the  Northwest.  His  testimony  regarding 
the  rain-fall  along  the  Fertile  Belt  has  special  interest: 

Jay  Cooke  &  Co. 

Gentlemen: — I  have  carefully  reviewed,  in  the  proof-sheets,  the 
statements  you  make  in  regard  to  the  climate  and  cultivable  capacity 
of  the  great  region  tributary  to  the  Northern  Pacific  Railroad.     I  have 


f« 


«) 


MMM 


16 


II    '  ' 


also  examined  anew  the  evidence  and  observations  accumulated  by  me 
since  the  publication  of  the  general  volume  from  which  you  quote.  I 
am  therefore  prepared  to  judge  of  the  whole  subject  with  proper 
caution,  and  to  assure  you  that  abundant  evidence  in  detail  can  be 
furnished  in  support  of  the  views  I  express. 

I  have  no  hesitation  in  saying  that  the  anticipations  you  have  of 
the  future  of  that  great  section  fall  below,  rather  than  exceed,  the 
results  that  will  be  realized.  Its  advantages  of  climate  and  of  soil 
alike  are  still  imperfectly  appreciated,  even  by  those  who  have  given 
most  attention  to  their  examination.  The  plains  of  a  vast  area  there 
lie  upon  rich  friable  limestone ;  and,  instead  of  the  arid  spring  and 
summer  which  prevail  over  the  plains  of  lower  latitudes,  there  is  here 
a  fair  and  even  an  ample  supply  of  rain  at  these  critical  seasons.  It  is 
the  cold  season  that  is  conspicuously  dry,  and  that  reduces  the  annual 
quantity  of  rain  to  about  25  inches.  I  should  now  modify  the  illustra- 
tions of  my  rain  maps  for  spring  and  summer,  in  the  Northwest,  by 
adding  two  or  three  inches  to  each,  thus  adding  about  5  inches  to  the 
whole  quantity  for  the  year.  No  observations  of  rain-fall  existed  for 
that  belt  in  1857  when  my  charts  were  first  prepared,  and  there  was  a 
constant  exaggeration  of  the  aridity  of  the  plains  generally  pressed  on 
the  public  by  most  writers  and  travelers. 

The  quantity  of  8  inches  of  rain-fall  each,  for  spring  and  summer, 
or  16  inches  for  the  growing  season,  is  as  ample  there  for  the  purposes 
of  agriculture  as  24  inches  would  be  at  the  40th  parallel. 

From  my  earliest  knowledge  of  that  rich  Northwest,  derived  from 
Sir  George  Simpson  in  1851,  and  from  all  the  scientific  and  other 
surveys  subsequently  conducted,  I  have  been  deeply  impressed  with 
the  beauty,  fertility,  and  mildness  of  climate  in  this  future  Germany 
of  the  American  continent.  The  line  of  the  Northern  Pacific  Road 
was  claimed  by  me,  long  before  Governor  Stevens'  survey  was  organ- 
ized, to  be  naturally  the  most  favored  in  the  passage  of  the  Rocky 
Mountains,  in  exemption  from  heavy  snows,  and  in  capacity  for  settle- 
ment along  the  entire  line.  It  will  open  up  a  country  long  closed  to 
general  knowledge  by  the  policy  of  the  Hudson's  Bay  Company,  but 
which  is  now  universally  admitted  to  be  highly  valuable.  Its  real 
merits,  however,  will  only  be  properly  known  when  it  is  actually 

occupied. 

Very  truly 

And  respectfully  yours, 

LORIN  BLODGET. 
Philadelphia,  Feb.  24th,  187 1. 


1 


1 


.ted  by  me 

quote.     I 

ith  proper 

tail  can  be 

ou  have  of 
exceed,  the 
and  of  soil 
have  given 
t  area  there 

spring  and 
here  is  here 
isons.  It  is 
s  the  annual 
the  illustra- 
orthwest,  by 
nches  to  the 
11  existed  for 

there  was  a 
.y  pressed  on 

and  summer, 
the  purposes 

derived  from 
!ic  and  other 
npressed  with 
ture  Germany 
I  Pacific  Road 
-ey  was  organ- 
of  the  Rocky 
city  for  settle- 
ong  closed  to 
Company,  but 
ible.     Its  real 
it  is  actually 


S.IN  BLODGET. 


JSOME    yALUABLE    pPINION8. 


During  the  debate  in  Congress  which  preceded  the  passage  in 
May,  1870,  of  a  Joint  Resolution  conferring  certain  additional  privileges 
upon  the  Northern  Pacific  Railroad,  a  number  of  Senators  and  Repre- 
sentatives felt  constrained  to  oppose  the  measure.  The  opposition 
was  zealous  and  long-continued,  and  was  based  mainly  upon  the 
ground  that  the  Land  Grant  of  the  Company  was  already  amply  large 
and  valuable  to  pay  the  entire  cost  of  building  and  equipping  the 
Road.  Better  evidence  of  the  value  of  the  Company's  grant  of  land 
could  not  be  desired  than  the  admissions  of  its  opponents.  A  few  of 
these  we  give  below. 

In  the  Senate,  March  2d,  Mr.  Casserly,  referrin;^  to  the  Northern 
Pacific  Railroad  land  grant,  said : 

An  empire  in  itself,  I  beg,  gentlemen,  to  observe.  More  than  that,  it  is  the 
very  richest  land  grant,  by  a  large  percentage,  which  any  railroad  company  has 
been  fortunate  enough  to  obtain,  In  proportion  to  its  whole  extent,  vast  as  that  is, 
it  contains  more  good  arable  land  than  any  other  large  railroad  grant,  except  the 
grant  to  the  Illinois  Central  Railroad,  in  1850. 

Mr.  Plarlan,  of  the  Senate,  placed  this  opinion  on  record : 

These  lands  are  valuable  lands.  No  person  can  study  the  topography  of  the 
countrj',  can  bring  to  bear  his  knowledge  of  climatic  influences,  without  knowing 
that  these  plains  are  fertile,  that  they  are  clothed  with  grass  and  timber;  that  it  is  a 
vast  and  valuable  grass-producing  and  grain-growing  region ;  a  large  proportion  of 
it  covered  with  forests,  the  like  of  which  cannot  be  found  elsewhere  on  this  conti- 
nent, from  which  the  great  commercial  Powers  of  the  world  are  now  obtaining  the 
timl)er  out  of  which  they  construct  their  merchant  fleets.  This  is  the  character  '»f 
the  domain  already  granted.  I  say  it  is  good;  it  is  valuable;  it  is  worth  untold 
millions  of  money,  and  will  produce  it  just  so  rapidly  as  the  Railroad  shall  have 
been  constructed,  in  ordei*  that  purchasers  may  reach  it  and  bring  it  into  use. 

Mr.  Ilawley,  of  the  House  of  Representatives,  said  : 

♦  *  *  And  not  only  that,  but  it  is  a  country  which  produces  all  kinds  of 
fiuit  in  the  greatest  abundance,  and  it  is  a  land  where  stock  can  be  kept  without 
any  housing.  The  greater  portion  of  the  country  through  which  this  Road  runs 
ha?  a  climate  so  mild  that  stock  is  wintered  there  without  any  feeding  or  shelter. 

2 


18 


Senator  Howell,  of  Iowa,  with  a  practical  knowledge  of  the  value 
and  rapid  appreciation  of  Western  lands  in  the  vicinity  of  railroads, 
said : 

I  think  that  when  this  Road  is  extended  and  built,  as  it  will  be  gradually  from 
each  side,  from  the  ocean  and  from  Lake  Superior,  as  it  progresses  towards  the 
centre  the  greater  portion  of  the  land  will  become  as  valuable  as  the  land  '"n  Iowa 
through  which  our  railroads  run.*  You  claim  that  the  land  is  good  land.  It  is 
universally  understood  that  the  land  is  good. 


I<^\ 


Of  the  western  portion  of  this  Grant,  Hon.  Sidney  Clarke,  of 
Kansas,  another  expert  in  the  value  of  Western  lands,  expressed  this 
opinion  in  the  House  of  Representatives,  May  2Sth : 

^Vhy,  sir,  the  facts  are,  that  on  the  western  slope  of  the  Rocky  Mountains, 
through  Washington  Territory  to  the  Pacific  Ocean,  which  this  Road  penetrates, 
stretching  out  in  all  directions,  the  most  dense  and  valuable  forests  in  the  world  are 
to  be  found,  which  will  be  worth  eventually  several  hundred  million  dollars.  Our 
forests  are  becoming  rapidly  depleted,  so  rapidly,  indeed,  that  within  the  short  space 
of  fifty  years  one  of  the  most  important  questions  which  will  be  submitted  to  legis- 
lators and  to  the  political  economists  of  the  country  will  be,  how  this  great  and 
necessary  element  of  wealth,  power,  and  convenience  can  be  maintained  against 
this  rapid  destruction  and  depletion.  I  have  no  hesitation  in  saying,  Mr.  Speaker, 
that  in  all  this  belt  of  country  west  of  the  Rocky  Mountains,  there  is  a  forest  which, 
opened  up  by  railroad,  will,  for  the  purpose  of  shipbuilding  and  for  all  the  purposes 
of  commerce  at  home  and  abroad,  be  worth  hundreds  of  millions  of  dollars,  how- 
ever extravagant  these  figures  may  seem  at  the  present  time. 


I 


We  could  fill  a  volume  with  similar  extracts  from  the  debates  in 
Congress,  but  have  only  space  for  the  following  unsolicited  testimony 
of  Hon.  Allan  G.  Thurman,  of  Ohio,  given  in  the  United  States 
Senate : 

fVAj',  sir,  I  affirm,  and  affirm  without  fear  of  successful  contradiction,  that 
the  grants  made  by  the  charter  of  this  Company  to  the  Company  will  defray  every 
dollar  of  expense  of  building  and  equipping  the  Road,  so  that  the  result  of  the  whole 
thing  is  simply  that  the  Government  builds  and  equips  this  Hood  and  gives  it  to  a 
private  corporation.  Say  what  you  will  about  it,  argue  as  much  as  you  please  upon 
it,  talk  as  much  as  you  choose  of  the  advantages  to  the  country  of  the  Road,  the 
simple,  naked  result  of  the  whole  thing  is  that  the  Government  builds  and  equips 
the  Road  and  gives  it  to  a  private  corporation  to  be  a  monopoly  in  the  hands  of 
that  corporation.     That  is  the  whole  of  it. 


■  a-: 


*  Iowa  lands  adjoceat  to  lines  of  railroad  are  worth  from  $10  to  J25  per  acre. 


)f  the  value 
)f  railroads, 

gradually  from 
!3  towards  tho 
;  land  'n  Iowa 
)d  land.     It  is 


f  Clarke,  of 
xpressed  this 


cky  Mountains, 
load  penetrates, 
n  the  world  are 
n  dollars.     Our 
1  the  short  space 
imitted  to  legis- 
r  this  great  and 
intained   against 
ig,  Mr.  Speaker, 
s  a  forest  which, 
all  the  purposes 
of  dollars,  how- 


he  debates  in 
ted  testimony 
United  States 

mtradidion,  that 
mil  defray  every 
esttlt  of  the  whole 
and  gives  it  to  a 
s  you  please  upon 
of  the  Road,  the 
builds  and  equips 
'  in  the  hands  of 


f 


UTURE 


^U 


SINESS   OF  THE 


i^ 


OAD. 


The  Northern  Pacific  Railroad  will  centrally  traverse  and  draw 
its  traffic  from  a  fertile  belt  of  country  i,Soo  miles  long  and  at  least 
700  in  width,  which  is  now  wholly  unsupplied  with  railroads  or  other 
adequate  means  of  transportation.  For  the  carrying  trade  of  this  vast 
region  the  Northern  Pacific  Railroad  will  have  no  rival.  The  existing 
line  to  the  Pacific  has  an  ample  field  for  a  prosperous  business  of  its 
own;  and,  owing  to  insurmountable  difficulties  of  surface  and  climate 
between  Lake  Superior  and  James'  Bay,  a  trans-continental  road  through 
the  British  Possessions,  north  of  the  Northern  Pacific  route,  will  not  be 
seriously  contemplated  by  practical  people. 

Will  a  country  of  *'ms  extent  and  character  furnish  a  sustaining 
business  to  one  line  ol  ad  ?  The  question  answers  itself.  But  the 
I  case  does  not  rest  on  this  general  inference  alone.  The  States,  Terri- 
!  tories,  and  Provinces  dependent  upon  the  Northern  Pacific  Railroad 
:v  as  their  thoroughfare  of  travel  and  traffic  aie  already  populated  to  a 
very  considerable  extent,  and  enjoying  fully  organized  local  govern- 
ments. The  country  directly  tributary  to  the  Northern  Pacific  Road 
contains  quite  as  many  people  as  did  the  States  and  Territories  traversed 
by  the  first  Pacific  Road  when  it  was  built,  while  the  producing  capacity 
of  the  Northern  belt  is  at  least  five  fold  greater  than  that  of  the 
Central. 

It  was  predicted  that  years  would  elapse  before  the  Union  and 
Central  Pacific  Roads  could  reach  a  paying  business.  Look  at  the 
facts :  Although  built  by  the  longest  line  between  the  Lakes  and  the 
Pacific  ocean,  through  a  belt  of  country  much  of  which  cannot  be 
occupied,  and  over  a  mountain  region  presenting  great  elevations  and 
most  difficult  grades,  these  two  roads,  which  for  commercial  purposes 
may  be  regarded  as  one,  earned  enough  in  \\\€\x  first  full  year  of  through 
business,  over  and  above  running  expenses,  to  pay  six  per  cent,  interest 
on  a  fair  estimate  of  their  cost.  Plow  many  roads  in  any  part  of  the 
country  can  make  a  better  showing  ?  The  official  statement  of  the 
:  earnings  and  expenses  of  the  Central  Pacific  Road  during  six  years  is 
i  as  follows : — 


'*- —  - 


■m 


20 


1865, 
1866, 
1867, 
1S68, 
1869, 
1870, 


Miles  operated. 

31  to  56 

56  to  94 

94  to  137 

137  to  468 

468  to  742 

742  to  900 


Gross  Earnings.        Operating  Exponaos. 


^401,941  92 

864,91757 
1,470,653  50 
2,300,767  17 
5,670,822  25 
7,920,710  98 


$121,669  53 

200,710  61 

330,913  23 
843,16654 

2,993,523  19 
4,060,564  95 


Total, 


$18,629,813  39       $8,550,548  15 


During  the  same  period  of  six  years  the  net  earnings,  the  interest 
on  bonded  debt,  and  surplus  of  net  earnings  over  interest  liabilities 
were  as  follows : 

Net  earnings, $10,079,265,24 

Interest  on  bonded  debt, 4,184,221,00 


Surplus  of  net  earnings  over  interest. 


JS5, 895,044,2- 


The  financial  representatives  of  the  Road  make  this  comment  on 
the  above  figures : — 

From  the  foregoing  tables  it  will  be  seen  that  the  Central  Pacific  Railroad 
has  earned,  in  six  yeai-s,  more  than  $10,000,000  A't'/  over  operating  expenses,  and 
nearly  $6,000,000  ovt?r  operating  expenses  and  interest  on  its  Bonds ;  while,  during 
fcmr  years  and  a  half  of  that  time,  the  Road  was  under  construction,  without 
through  business,  and,  for  the  first  three  years,  with  ^'ss  than  100  miles  in  operation. 

It  would  have  been  diifirult,  before  the  constrnction  of  the  present 
Pacific  Road,  to  say  of  what  would  consist  the  enormous  traffic  it  at 
once  obtained  and  now  enjoys,  yet  sagacious  men  knew  the  business 
was  awaiting  the  Road.  Tlic  builders  of  the  Union  and  Central 
Pacific  Roads  deserve  much  credit  as  the  pioneers  of  a  great  movement. 
They  took  the  risk  of  a  vast  experiment,  and  their  demonstration  of  the 
feasibility  and  profitableness  of  a  trans-continental  road  by  a  most 
difficult  route,  has  rendered  comparatively  easy  and  wholly  safe  the 
construction  of  a  second  road,  on  a  short  line,  with  easy  grades,  and 
through  a  country  of  singular  mildness,  fertility  and  variety  of  resources. 
The  success  of  the  first  being  already  proved,  the  success  of  the  second, 
under  the  circumstances,  is  doubly  assured. 

To  enumerate  some  of  the  sources  of  that  traffic  which  now  awaits 
the  completion  of  the  Northern  Pacific  Railroad : — 


1 


i 


m 


21 


Pacific  Railroad 
ig  expenses,  and 
's;  while,  during 


hich  now  awaits 


1.  The  Road  will  command  the  vast  interior  trade  that  now  sup- 
ports nineteen  steamers  of  the  Oregon  Steam  Navigation  Company, 
which  navigate  the  lower  Columbia,  the  upper  Columbia,  Clark's  Fork, 
the  Snake  River,  Lake  Pend  d' Oreille,  and  Puget  Sound.  The  dimen- 
sions of  this  traffic  in  Oregon,  Idaho,  Washington  and  Montana  may 
be  judged  by  its  profitableness.  The  Company  was  organized  in  i860, 
with  a  capital  of  only  $172,400.  Up  to  June,  1869,  it  had  expended 
over  ;^ 2,000,000  in  the  construction  of  steamers,  railroads  around  the 
Dalles  and  Ca-rades,  wharves,  etc.,  and  paid  its  stockholders,  besides, 
over  a  million  of  dollars  in  gold  as  dividends. 

2.  Of  the  existing  Lumber  trade  of  Puget  Sor  A,  westward  by 
sea,  we  have  given  a  glimpse.  The  Railroad  will  cr'%-..te  a  proportionate 
trade  eastward.  The  shipments  of  lumber,  by  vessel,  from  Puget 
Sound  in  1870  equalled  io,ooo  car  loads,  or  900  trains  of  20  cars  each. 
And  this  traffic  is  yet  in  its  infancy.  What  must  it  contribute  to  the 
business  of  the  Northern  Pacific  Railroad  ? 

3.  The  Railroad  will  do  most  of  the  business  now  done  by  steam- 
boats on  the  upper  Missouri  and  Yellowstone  rivers.  That  business  is 
of  long  standing  and  very  considerable  amount. 

4.  It  will  take  the  bulk  of  the  large  business  now  done  all  over 
the  Northwest  by  pack-animals  and  wagon-trains.  It  will  perform  the 
most  profitable  part  of  the  mail  service  of  five  States  and  Territories, 
and  will  ultimately  carry  the  Chinese  and  Japanese  mails. 

5.  It  will  take  the  place  of  the  present  wagon  service  in  trans- 
porting supplies  to  the  twe^.cy-eight  northern  military  posts — a  service 
which  now  costs  the  Government  between  Six  and  Seven  Million  dollars 
yearly.  In  this  way  alone  it  will  save  to  the  nation  at  least  Three 
Million  dollars  annually,  or  three  per  cent,  on  the  entire  cost  of  the 
Road. 

6.  Where  th'^  Road  crosses  the  Red  River  of  the  North  it  taps  1500 
miles  of  inland  navigation,  down  the  Red  River,  through  Lake  Winni- 
peg, and  up  the  Saskatchewan  to  the  foot  hills  of  the  Rocky  Mountains. 
Light  draft  steamers  have  long  navigated  this  route.  Along  the  greater 
part  of  this  water-way  the  soil  is  good,  the  climate  like  that  of  Minne- 
sota, and  the  settlements  nimierous.  The  trade  of  this  vast  region 
beyond  the  national  boundary,  including  the  transportation  of  supplies 
for  the  Hudson's  Bay  Company,  will  at  once  and  permanently  form 
part  of  the  business  of  the  Northern  Pacific  Road. 

The  Hudson's  Bay  Company  and  Winnipeg  settlers  now  ship  their 
supplies  over  the  St.  Paul  branch  of  the  Northern  Pacific  Road  to  its 


nT* 


ij„g„ 


22 


present  terminus,  and  thence  transport  them  with  teams  150  miles  to 
the  nearest  steamboat  landing  on  the  Red  River. 

7.  The  tide  of  emigration,  already  pouring  into  the  country  now 
opening  to  settlement,  with  the  thousand  needs  of  new  and  thriving 
communities,  will  contribute  a  large  revenue  to  the  Road.  For  many 
years  the  transportation  of  settlers,  their  families,  goods  and  supplies 
(though  done  at  low  rates)  to  all  parts  of  the  Fertile  Belt  adjacent  to 
the  Northern  Pacific  line,  will  form  a  constantly  increasing  source  of 
income  to  the  Company.  As  a  route  for  tourists  the  Northern  Pacific 
must  always  be  riopular.  The  summer  pleasure  travel  over  the  line 
will  be  increasingl/  great. 

8.  The  shipm  nt  of  cattle  over  the  Northern  Pacific  Road  promises 
to  equal  that  upon  any  line  in  America.  The  grazing  lands  of  the 
Fertile  Belt  are  admittedly  unsurpassed  in  character  and  extent.  The 
"bunch  grass"  covers  valleys  and  mountains.  It  is  grass  in  summer 
and  cured  hay  in  winter.  No  drouth  kills  it — no  heat  diminishes  its 
nutritive  qualities;  wherever  it  grows  cattle  require  no  other  food 
throughout  the  year,  and  thrive  without  shelter.  Stock  raising  will 
continue  to  be,  as  it  noAV  is,  one  of  the  most  lucrative  branches  of 
business  in  the  Northwest,  and  with  this  great  thoroughfare  furnishing 
quick  transportation  to  a  ready  market,  this  interest  cannt  t  hut  reach 
enormous  proportions.  The  experience  of  the  Kansas  Pacific  and 
Union  Pacific  Roads,  in  suddenly  de^/eloping  an  extensive  trade  in 
cattle  from  the  Southwestern  plains  furnishes  a  suggestion  of  what 
may  be  expected  by  the  Northern  Pacific  Road. 

9.  The  grain-producing  capacity  of  Minnesota  is  well  known. 
The  Northern  Pacific  Road  and  its  branches  will  drain  two-thirds  of 
the  wheat-lands  of  Minnesota,  and  the  trunk  line  will  traverse,  on  its 
way  to  the  Pacific,  many  million  acres  of  equally  good  soil.  Indeed, 
the  Road  may  be  said  to  traverse,  and  open  to  the  world's  markets,  that 
region  which,  at  a  very  early  day,  is  to  furnish  the  bulk  of  the  surplus 
wheat  crop  of  the  United  States.  How  much  business  must  the  grain- 
product  of  the  Northwest,  present  and  future,  furnish  to  the  Northern 
Pacific  Road  ?  With  one-fiftieth  part  of  her  lands  under  cultivation, 
Minnesota  alone  exported  grain  enough  in  1870  to  load  2,500  trains  of 
20  cars  each. 

10.  The  many  navigable  rivers  crossed  and  recrossed  at  conve- 
nient intervals  by  the  Northern  Pacific  Railroad,  will  contribute  to  it 
a  large  traffic  by  bringing  in  the  trade  of  the  country  for  many  miles 


th 


sn 

Fd 


m 


23 


[50  miles  to 

country  now 
and  thriving 
For  many 
and  supplies 
t  adjacent  to 
ing  source  of 
thern  Pacific 
over  the  line 

.oad  promises 
lands  of  the 
extent.  The 
iss  in  summer 
diminishes  its 

0  other  food 
k  raising  will 

branches  of 
are  furnishing 
imt  but  reach 
IS  Pacific  and 
nsive  trade  in 
:stion  of  what 

s  well  known. 

1  two-thirds  of 
traverse,  on  its 

soil.  Indeed, 
's  markets,  that 
:  of  the  surplus 
must  the  grain- 
:o  the  Northern 
der  cultivation, 
1  2,500  trains  of 

ossed  at  conve- 
contribute  to  it 
for  many  miles 


on  both  flanks.  For  example,  on  the  Pacific  slope,  the  waters  of  Puget 
Sound,  the  Cowlitz  river,  the  Willamette,  the  lower  and  upper  Colum- 
bia, the  Snake,  tlie  Clark,  and  Lake  Pend  d"  Oreille — all  will  serve  as> 
feeders  and  outlets  for  the  concentration  and  distribution  of  freights 
and  passengers  upon  and  from  the  great  central  thoroughfare,  the 
Railroa-^l.  From  the  head  of  navigation  on  the  Columbia's  branches 
it  is  only  230  miles  across  the  mountain  country  to  the  navigable 
waters  of  the  Missouri  on  the  east.  This  stream  and  the  Yellowstone 
drain  large  tracts  of  fertile  country,  and  both  will  bring  their  tribute 
of  trade  to  the  Railroad  where  rail  and  river  intersect  in  Dakota.  Two 
hundred  miles  furtlier  east,  the  navigable  Red  River  is  crossed,  bringing 
to  the  Road,  as  elsewhere  stated,  the  trade  of  1,500  miles  of  valley 
lands.  At  tlieir  eastern  termini,  the  two  arms  of  the  Northern  Pacific 
Railroad  connect  with  the  commerce  of  the  Mississippi  at  St.  Paul, 
and  the  commerce  of  the  great  Lakes  and  the  St.  Lawrence  at  Duluth 
on  Lake  Superior. 

This  lake  and  river  system  of  the  Fertile  Belt  is  obviously  an 
important  element  in  the  assured  success  of  the  Road,  giving  it  the 
practical  advantage  of  eight  or  ten  side  branch  lines,  without  the 
expense  of  building  them.  But  the  Central  and  Union  Pacific  Road 
has  proved  a  business  success  without  having  a  single  navigable  stream 
tributary  to  it  between  Sacramento  and  Omaha — 1,775  r^iles. 

II.  The  Mining  interest  of  Montana,  Idaho,  and  Washington 
will  at  once  furnish  a  large  share  of  traffic  to  the  Northern  Pacific 
Road,  and,  with  cheap  transportation  and  the  introduction  of  im- 
pi'oved  machinery,  this  branch  of  business  will  steadily  increase.  The 
fact,  elsewhere  noticed,  that  the  product  of  the  Montana,  Idaho  and 
Washington  mines  was  over  Twenty  Million  Dollars  in  1870  indicates 
the  richness  of  the  deposits  and  the  permanent  nature  of  this  industry. 
The  shipment  of  supplies  for  the  mining  population,  and  the  transpor- 

^  tation  of  their  products  eastward,  will  in  all  probability  render  the 
mountain  section  of  the  route  more  profitable  to  the  Road  than  any 

■'  enuai  extent  of  agricultural  country. 

What  the  coal  traffic  is  to  many  Eastern  roads,  the  transportation 
of  ores  promises  to  be  to  the  Northern  Pacific.     Already  the  Union 

q  and  Central  Pacific  line  derives  a  very  considerable  revenue  from  this 

3  trade — carrying  the  ores  of  the  precious  metals  from  the  mines  to  the 
smelting  works  at    San   Francisco  and   on   the  Atlantic    seaboard. 

■Four  thousand  tons  of  ores,  assaying  from  ;j2oo  to  ;^i2oo  per  ton, 


m 


24 


now  pass  over  the  Central  and  Union  Pacific  Roads  monthly.  The 
authorities  of  these  roads  estimate  that  when  the  smelting  works  are 
enlarged  to  the  proper  capacity,  not  less  than  looo  tons  of  ore  per  day 
will  be  shipped  over  their  line.  The  well-known  richness  and  extent 
of  the  mines  adjacent  to  the  route  of  the  Northern  Pacific  Road  give 
assurance  that  it  will  derive  as  great  a  traffic  as  the  Central  from  this 
source. 

12.  Too  much  importance  is  not  attached  to  the  matter  of 
through  business  between  the  ports  of  Asia  and  our  Atlantic  Coast, 
experience  having  shown  that  Local  Traffic  must  always  be  the  mai:i 
reliance  of  all  great  thoroughfares.  But,  whatever  shall  be  the  future 
volume  of  the  Asiatic  trade  by  rail  across  this  continent — and  it  will 
unquestionably  be  large — the  Northern  Pacific  Road  is  sure  of  its  full 
share.  Its  advantages  in  this  regard  are  as  conspicuous  as  in  others. 
It  spans  the  continent  from  the  great  Lakes  to  the  Pacific  by  a  line  500 
miles  shorter  than  the  present  finished  road;  and,  owing  to  the  pre- 
vailing winds  and  currents  of  the  Pacific  Ocean,  the  sailing  distance 
between  Puget  Sound  and  the  ports  of  China  is  600  to  800  miles  less 
than  between  San  Francisco  and  China.  The  Northern  Pacific  Rail- 
road is  in  the  direct  line  of  the  "highway  of  nations." 

Such  is  a  partial  enumeration  of  the  sources  from  which  the  bulk 
of  the  carrying  trade  of  the  Northern  Pacific  Railroad  is  expected  to 
come.  Many  items,  as  important  as  some  of  those  mentioned,  have 
been  omitted  ;  the  case  is  strong  enough  as  it  stands.  If  this  exhibit 
seems  rose-colored,  it  is  the  fault  of  tlie  facts  themselves,  which  refuse 
to  take  on  any  other  hue  !  It  is  impossible  to  belittle  thr  advantages 
and  the  future  of  the  Road  without  misrepresenting  botl; 


onthly.  The 
ing  works  are 
)f  ore  per  day 
:ss  and  extent 
ific  Road  gi^■e 
atral  from  this 

the  matter  of 
Ltlantic  Coast, 
s  be  the  maia 
.  be  the  future 
It — and  it  wi".! 
sure  of  its  full 
IS  as  in  others, 
c  by  aline  500 
ng  to  the  pre- 
liling  distance 
)  800  miles  less 
a.  Pacific  Rail- 

which  the  bulk 

is  expected  to 

lentioned,  have 

If  this  exhibit 
2S,  which  refuse 

thf  advantages 
tlv 


[Prom  the  Nkw  Yobk  Ikdepexdesit,  Alorcb  2,  1871.] 


The  Northern  Pacific  Ra 


ILROAD. 


By  SCHUYLER  COLFAX, 

VICE-PBE8IDKNT    OF    THE   UNITED    STATES. 


Midway  across  the  continent — at  the  head  of  twelve  hundred 
miles  of  Lake  navigation — a  thousand  miles  from  Buffalo,  the  western 
terminus  of  the  Erie  Canal,  and  as  near  to  it  by  water  as  Chicago — a 
hundred  miles  west  of  the  longitude  of  St.  Louis  or  Galena — is  the 
young  city  of  Duluth,  the  initial  point  of  the  Northern  Pacific  Rail- 
road. That  great  work,  so  magnificently  endowed  by  the  Government, 
is  already  being  pushed  rapidly  westward,  under  its  energetic  control- 
lers ;  and  before  the  snow  flies  next  Fall  it  will  be  completed  to  the 
western  line  of  Minnesota,  where  it  crosses  the  Red  River  of  the  North — 
which  runs  northward  to  Lake  Winnipeg — and  one-eighth  of  its  distance 
to  the  Pacific  Ocean  will  have  been  accomplished.  Commencing,  too, 
this  season  on  its  western  line,  the  work  will  be  prosecuted  from  both 
directions ;  and  long  before  the  nation  celebrates  its  Centennial  Anni- 
versary of  Independence  the  lakes  will  be  united  by  iron  bands  with 
that  Mediterranean  of  our  Northwest,  Puget  Sound. 

Of  the  auspicious  influence  of  this  enterprise,  which  but  a  few 
years  ago  Avould  have  been  considered  so  daring,  the  most  sanguine  of 
its  friends  have  scarcely  yet  a  full  realization.  Even  taking  Chicago 
as  the  starting  point,  it  will  be  (t't'a  St.  Paul,  where  an  arm  of  the 
Northern  Pacific  Railroad  is  reached),  two  hundred  miles  less  distance 
to  Puget  Sound  than  to  San  Francisco.  Besides  this,  vessels  from  the 
Golden  Gate  to  China  sail  on  what  is  called  the  grand  circle,  instead 
of  in  a  straight  line ;  and  any  one  testing  this  by  a  string  on  a  globe 
will  be  surprised  at  the  result,  if  they  have  not  previously  studied  the 
effect  of  the  rotundity  of  the  earth,  and  its  diminished  protuberance 
as  you  go  northward  toward  the  Pole.  Hence,  when  the)'  have  sailed 
eight  hundred  miles  from  San  Francisco  they  are  only  one  hundred  miles 
from  the  entrance  to  Puget  Sound  j  and  this  striking  fact  shows  the  ad- 


I 


-I 

I 


vantages  this  route  will  have  in  commanding  the  through  traffic  of  Asia 
with  our  Atlantic  States,  or  that  portion  of  it  which  will  pass  over  the 
soil  of  this  nation  on  its  road  to  Europe. 

Nor  is  this  all.  Development  is  the  great  duty  of  the  Republic, 
after  all  its  recent  trials.  Resources  are  the  gift  of  the  Creator. 
Developing  them  depends  on  the  work  of  man.  Along  the  line  of  the 
Northern  Pacific  Railroad,  as  it  follows  up  the  water-courses,  the 
Missouri  and  the  Yellowstone  on  this  side,  and  descends  by  the  valley 
of  the  Cohirnbia  on  the  other,  a  vast  body  of  agricultural  land  is 
waiting  for  the  plough,  with  a  climate  almost  exactly  the  same  as  that 
of  New  York,  except  that,  with  less  snow,  cattle,  in  the  larger  portion 
of  it,  can  subsist  on  the  open  range  in  winter.  Here,  if  climate  and 
fertility  of  soil  produce  their  natural  result,  when  railroad  facilities 
open  this  now  isolated  region  to  settlement,  will  soon  be  seen  waving 
grain-fields,  and  happy  homes,  and  growing  towns  ;  while  ultimately  a 
cordon  of  prosperous  States,  teeming  with  population,  and  rich  in 
indr.stry  and  consequent  wealth,  will  occupy  that  now  undeveloped 
and  almost  inaccessible  portion  of  our  continental  area. 

But  this  Road  is  fortunate  also  in  its  pathway  across  the  two 
ranges  of  mountains  which  tested  so  severely  the  Pacific  Railroads 
built  on  the  central  line,  and  the  overcoming  of  which  reflected  such 
well  deserved  honor  on  their  energetic  builders.  At  the  Doer  Lodge 
Pass,  in  Montana,  where  it  crosses  the  Rocky  Mountains,  its  altitude 
above  the  sea  is  3500  feet  less  than  the  Union  Pacific  Railroad  at  Sher- 
man, which  is  said  to  be  the  highest  point  at  which  a  locomotive  can 
be  found  in  the  world.  And  on  the  Pacific  side  of  the  Continent  it 
is  even  mere  fortunate.  From  Arizona  up  to  the  Arctic  Circle  the 
''.''Dlumbia  is  the  only  river  which  has  torn  its  way  through  that  mighty 
range,  the  Andes  of  North  America,  which  in  California  is  known  as 
the  Sierras,  but  which  in  Oregon  changes  its  name  to  the  Cascades. 
Nature  has  thus  provided  a  pathway  for  the  Northern  Pacific  Road 
through  these  mountains,  the  scaling  of  which,  on  the  other  line,  at  an 
elevation  of  over  seven  thousand  feet  (a  most  wonderful  triumph  of 
engineering),  cost  the  Central  Pacific  Company  millions  of  dollars,  and 
compelled  them,  for  seventy  miles,  to  maintain  a  grade  of  over  one 
hundred  feet  to  the  mile — twice  the  maximum  of  the  Northern  Pacific 
at  the  most  difficult  points  on  its  entire  route. 

It  is  fortunate,  also,  in  its  terminus  on  the  Pacific  coast.  No  one 
who  has  not  been  there  can  realize  the  beauty  of  Paget  Sound  and 


.jM. 


27 


raffic  of  Asia 
pass  over  the 

le  Republic, 
the  Creator, 
le  line  of  the 
-courses,  the 
by  the  valley 
tural  land  is 

same  as  that 
arger  portion 
'  climate  and 
oad  facilities 

seen  waving 
e  ultimately  a 

and   rich  in 

undeveloped 

:ross  the  two 
ific  E.ailroads 
reflected  such 
!  Deer  Lodge 
is,  its  altitude 
ilroad  at  Sher- 
(comotive  can 
;  Continent  it 
tic  Circle  the 
;h  that  mighty 
ia  is  known  as 
the  Cascades. 
Pacific  Road 
:her  line,  at  an 
rful  triumph  of 
of  dollars,  and 
le  of  over  one 
orthern  Pacific 


its  surroundings.  One  hundred  miles  long,  but  so  full  of  inlets  and 
straits  that  its  navigable  shore-line  measures  seventeen  hundred  and 
sixty  miles,  dotted  with  lovely  islets,  with  gigantic  trees  almost  to  the 
water's  edge,  with  safe  anchorage  everywhere,  and  stretching  south- 
ward, without  shoals  or  bars,  from  the  Straits  of  Fuca  to  the  capital 
and  centre  of  Washington  Territory,  it  will  be  a  magnificent  entrepot 
for  the  commerce  of  that  grandest  ocean  of  the  world,  the  Pacific. 
*  *  *        *  *  The  Land  Grant  of  the  United  States, 

exceeding  Fifty  Millions  of  acres  in  the  winter-wheat  region  of  our 
nation  (ten  times  as  large  as  the  area  of  Massachusetts),  is  doubt- 
less sufficient  for  the  completion  of  the  Road  ;  but,  besides  this, 
millions  of  private  means  are  already  invested  in  it.  The  bonds 
based  on  the  Land  Grant,  and  a  mortgage  on  the  Road  itself,  in  addi- 
tion, are  being  sold  as  rapidly  as  the  money  is  needed ;  and,  as  an 
investment,  yielding  about  eight  per  cent,  per  year  in  currency,  rank 
already  with  the  best  class  of  railroad  securities.  And  thus  the  good 
work  will  go  on  with  unchecked  step  to  its  final  consummation,  carry- 
ing the  blessings  of  settlement,  development,  civilization,  and  Chris- 
tianity with  it  in  its  progress,  and  literally  causing  the  wilderness  to 
blossom  as  the  icse. 


:oast.     No  one 
get  Sound  and 


Progress  op  the  Road. 


fjii 

if     1  .  i 


That  portion  of  the  road  extending  through  central  Minnesota 
from  the  head  of  Lake  Superior  266  miles  to  the  crossing  of  the  Red 
River,  at  the  eastern  boundary  of  Dakota,  is  fast  approaching  comple- 
tion. A  large  force  of  men  is  engaged  in  finishing  the  grade,  and  the 
track  is  being  rapidly  laid.  By  midsummer  freight  and  passenger 
trains  will  be  running  regularly  over  this  important  division,  connect- 
ing with  the  navigable  waters  of  the  Red  River  and  Lake  Winnipeg. 
A  profitable  business  already  awaits  the  opening  of  this  section  of  the 
Road  to  the  Red  River  Valley. 

Within  the  last  few  months  the  Saint  Paul  and  Pacific  Railroad 
has  been  purchased  by,  and  practically  consolidated  with,  the  Northern 
Pacific.  The  purchased  line  (main  and  branch)  embraces  some  300 
miles  of  finished  Road  in  full  operation,  on  which  a  prosperous  traffic 
is  already  doing.  Both  lines  are  indicated  on  the  map  accompanying 
this  pamphlet.  When  completed,  as  they  will  be  at  an  early  day,  the 
main  line  will  extend  from  Saint  Paul,  through  western  Minnesota  to 
Breckinridge  or  such  other  point  as  shall  be  deemed  most  advantageous, 
and  the  "branch,"  reaching  from  Saint  Paul  northwestwardly,  will 
intersect  the  Northern  Pacific  line  west  of  Crow  Wing,  and  extend  on 
to  the  British  border  at  Pembina  on  the  Red  River,  thus  securing  at 
once  the  carrying  trade  of  British  America.  The  purchased  lines  have 
liberal  land  grants  through  the  richest  parts  of  Minnesota,  which  accrue 
to  the  Northern  Pacific  Railroad  Company,  and  the  completion  of 
these  lines  will  give  the  Northern  Pacific  Company  nearly  Nine  Hun- 
dred Miles  of  Road  in  this  great  State. 

The  effect  of  this  consolidation  is  to  remove  all  hurtful  rivalry, 
and  virtually  give  the  Northern  Pacific  Railroad  a  double  eastern 
terminus — one  arm  reaching  to  Saint  Paul  where  it  taps  the  commerce 
of  the  Mississippi  River  at  the  head  of  navigation,  and  connects  with 
the  Illinois  and  eastern  system  of  roads ; — the  other  arm  extending  to 
Duluth,  where  it  meets  the  commerce  of  the  Lakes  and  the  St.  Lawrence. 

In  the  meantime  work  has  begun  on  the  Pacific  coast.  A  force 
of  men  is  already  engaged  on  the  li^je  between  the  Columbia  River 
and  Puget  Sound,  and  hereafter  the  work  will  be  prosecuted  both  east- 
ward and  westward  as  rapidly  as  shall  be  consiiitent  with  the  best 
interests  of  the  Road. 

Including  its  purchased  lines  the  Northern  Pacific  Raih-uad  Com- 
pany already  has  413  miles  of  Road  in  operation,  and  thia  will  bo 
increased  to  560  by  August  next. 


1  Minnesota 
of  the  Red 
ing  comple- 
ide,  and  the 
d  passenger 
on,  connect- 
e  Winnipeg, 
xtion  of  the 

ific  Railroad 
the  Northern 
;es  some  300 
pcrous  traffic 
.ccompanying 
;arly  day,  tlie 
Minnesota  to 
idvantageous, 
stwardly,  will 
md  extend  on 
us  securing  at 
ised  lines  have 
L,  which  accrue 
completion  of 
rly  Nine  Hun- 

lurtful  rivalry, 
double  eastern 
the  commerce 
connects  with 
111  extending  to 
e  St.  Lawrence, 
coast.     A  force 
Columbia  River 
:uted  both  east- 
;  with  the  best 

Raili-oad  Com- 
nd  thia  will  bo 


P 


FECIAL    Report 


1 


S 
1 


Of  a  Reconnaissance  of  the  Route  for  the  Northern  Pacific  Railroad,  between  Lake 
Superior  and  Puget  Sound,  via  the  Columbia  River,  by  W.  MILNOR  ROBERTS, 
U.  S.  Civil  Engineer. 

When,  in  1S69,  the  Directors  of  the  Northern  Pacific  Railroad 
proffered  us  the  Financial  Agency  of  their  Company,  we  felt  it  our 
duty,  before  accepting  the  trust,  and  before  we  instituted  measures  for 
the  sale  of  the  Securities  of  the  Company,  or  became  identified  with 
this  great  work,  to  cause  a  thorough  examination  of  the  route  to  be 
made,  by  agents  chosen  and  sent  out  by  ourselves ;  and  we  did  this, 
not  because  we  did  not  place  entire  confidence  in  the  representations 
made  to  us,  or  doubted  in  the  least  the  numerous  and  very  able  explo- 
rations already  made  in  detail  by  men  of  the  highest  scientific  and 
personal  character,  but  because  of  our  long-established  rule  to  make 
"assurance  double  sure,"  and  to  take  every  precaution  to  avoid  placing 
in  jeopardy  not  only  our  own  means,  but  the  means  of  those  who  confide 
h:   .ur  judgment. 

We  accordingly  appointed  U.  S.  Civil  Engineer,  W.  Milnor 
Roberts,  and  associated  with  him  a  number  of  other  gentlemen,  with 
the  request  that  they  proceed  to  the  Pacific  coast,  and,  after  a  thorough 
examination  of  Puget  Sound  and  the  Columbia  River — the  two  western 
termini  of  the  Northern  Pacific  Road — proceed  eastward  along  the 
general  line  of  the  road,  TJi'a  the  Columbia  River  or  the  Snoc[ualmie 
Pass,  to  the  parses  in  the  Rocky  Mountains,  and  thence  to  Fort  Ben- 
ton, and  also  to  the  valley  of  the  Yellowstone. 

Other  parties,  under  Governor  Smith,  of  Vermont,  and  Governor 
Marshall,  of  Minnesota,  explored  at  the  same  time  the  already  well- 
known  route  from  Lake  Superior  west  to  the  Great  Bend  of  the  Mis- 
souri ;  and  General  Hancock,  the  then  military  commander  of  the 
Northwest,  having  just  returned  from  an  extended  tour  along  the 
L^'pper  Yellowstone  and  the  Missouri,  furnished  us  detailed  and  accu- 
rate information  regarding  the  intermediate  portions  of  the  route. 

Onr  final  determination  to  accept  the  Fiscal  Agency  of  the  Com- 
pany was  based  upon  concurrent  favorable  reports  from  these  three 
sources. 


Til 


80 


If 

U 


i« 


Synopsis. 

Mr.  Roberts  and  party  first  proceeded  to  San  Francisco  over  the 
Union  and  Central  Pacific  Roads,  and  thence  reached  Portland,  Ore- 
gon, by  rail  and  stage-coach  overland.  In  passing  through  Oregon, 
approaching  Portland,  Mr.  Roberts  was  particularly  struck  with  the 
beautiful  appearance  of  the  country,  as  an  agricultural  region,  "already 
settled  and  cultivated  far  beyond  our  anticipations."  Using  Portland  as 
a  base,  they  explored  the  lower  Columbia  river,  the  shores  and  harbors 
of  Puget  Sound,  the  route  for  the  branch  line  between  Portland  and  the 
Sound,  and  ascertained  the  entire  feasibility  of  crossing  the  Cascade 
Range  at  a  convenient  point  north  of  where  it  is  cut  by  the  channel  of 
the  Columbia.  They  found  numerous  harbors  on  the  Sound,  any  one 
of  which  would  admirably  serve  the  purposes  of  a  vast  ocean  commerce 
and  a  great  terminal  city.  Coal  mines,  several  of  which  have  been 
successfully  worked  for  some  years,  were  found  at  various  points  in 
Western  Wa;5hington,  showing  that  the  fuel  supply  in  that  favored  re- 
gion is  inexhaustible,  even  after  its  gigantic  forests  are  swept  away. 
To  illustrate  the  enterprise  and  business-furnishing  capacity  of  the 
thriving  city  of  Portland,  one  of  the  western  termini  of  the  Northern 
Pacific  Railroad,  Mr.  Roberts  mentions  this  fact : — 

The  Oregon  Steam  Navigation  Company,  originated  here  by  a  few  gentlemen 
less  than  ten  years  ago,  with  a  capital  of  about  one  hundred  and  fifty  thousand  dol- 
lars, now  owns  twenty  steamers  running  on  the  Willamette  River,  up  and  down  the 
Columl)ia  River  from  Portland,  on  Puget  Sound,  on  two  different  stretches  of  the 
Columbia  above  the  Cascades,  on  Lake  Pend  d'Oreille,  and  on  two  different  portions 
of  Clarke's  Fork  of  the  Columbia.  They  own  two  portage  railroads,  of  their  own 
construction,  one  six  and  the  other  fourteen  miles  long,  and  their  capital  is  now  over 
two  millions  of  dollars,  besides  paying  large  dividends. 

The  magnitude  and  promise  of  the  lumber  trade  of  Puget  Sound 
is  mentioned  with  surprise,  and  the  statements  in  this  regard  made  in 
Mr.  Wilkeson's  notes  are  fully  corroborated.  Mr.  Roberts  also  adds 
his  testimony  as  to  the  remarkable  mildness  and  attractiveness  of  the 
climate  of  this  portion  of  the  Pacific  slope.  Of  the  future  city  which 
is  to  rise  at  the  ocean  terminus  of  the  Northern  Pacific  Railroad,  this 
is  said : 

There  is  not  anywhere  else  on  the  globe  to  be  found  an  unoccupied  field  for  the 
establishment  and  permanent  support  of  a  new  great  city,  such  as  should  form  the 
terminus  of  a  Continental  Railroad,  uniting  the  waters  of  the  Pacific  and  Atlantic  by 
the  shortest  line  between  the  great  I'yget  Sound  indentation  of  the  coast  in  the  west 


31 


icisco  over  the 
Portland,  Ore- 
rough  Oregon, 
truck  with  the 
gion,  "already 
ling  Portland  as 
res  and  harbors 
ortland  and  the 
ig  the  Cascade 
the  channel  of 
Sound,  any  one 
icean  commerce 
hich  have  been 
irious  points  in 
that  favored  re- 
are  swept  away, 
capacity  of  the 
of  the  Northern 


by  a  few  gentlemen 
d  fifty  thousand  dol- 
r,  up  and  down  the 
ent  stretches  of  the 
wo  different  portions 
roads,  of  their  own 
r  capital  is  now  over 

e  of  Puget  Sound 
is  regard  made  in 
loberts  also  adds 
ractiveness  of  the 
future  city  which 
ific  Railroad,  this 

loccupied  field  for  the 
;h  as  should  form  the 
acific  and  Atlantic  by 
t  the  coast  in  the  west 


and  the  Lake  Superior  indentation  of  the  coast  on  the  east.  Between  these  extreme 
:|  points  the  distance  by  a  direct  line  is  only  about  1,330  miles,  being  thirty  degrees  of 
^:'     longitude  of  forty-five  miles  to  each  degree,  between  the  latitude  of  46°  and  48" 

Having  completed  his  survey  of  the  coast  region,  Mr.  Roberts 
proceeded  eastward  up  the  valley  of  the  Columbia,  on  his  way  to  the 
pass  of  the  Rocky  Mountains.     Of  the  Valley  of  the  Columbia,  between 
;    Portland  and  the  mouth  of  the  Snake  River,  he  says : 

;|  On  the  greater  portion  of  the  way  a  good  railroad,  with  low  grades,  can  be  built 

'••    at  moderate  cost.     There  are  some  miles  of  heavy  work,  but  my  detail  notes  show 

>    that  tlie  miles  of  easy  construction  predominate  so  materially  as  to  reduce  the  average 

'    cost  within  vei-y  moderate  limits.     One  fact  is  of  more  value  than  many  theories. 

4    The  fact  that  a  private  company,  in  the  very  infancy  of  the  white  settlement  of  this 

i    portion  of  Oregon,  constructed  first-class  railroads  around  two  of  the  most  difficult 

';    points  in  the  valley — one  six  and  the  otlier  fourteen  miles  long,  thereby  securing 

the  control  of  traffic  and  passeni^cr  travel  wliich  has  paid  handsome  dividends  on 

the  cost — is  a  practical  proof  of  the  feasibility  of  the  route  along  the  river. 

Leaving  the  steamer  at  Wallula,  and  proceeding  to  Walla  Walla, 

.  the  party  started  thence  on  horseback  for  the  mountain  portion  of 
their  trip.  They  crossed  the  great  plain  of  the  Columbia  (180  miles) 
to  Lake  Pend  d' Oreille,  explored  that  beautiful  body  of  water  in  one  of 

1  the  O.  S.  N,  Co's  steamers  (which  seem  to  be  omnipresent  thereabout), 
then  proceeded  up  the  valley  of  Clark's  River.  This  is  the  route  now 
taken  by  packers  engaged  in  transporting  merchandise  from  Portland 
and  other  points  to  the  mining  regions  of  Idaho  and  Western  Mon- 
tana. At  every  point  where  there  were  settlements  the  utinost  interest 
was  manifested  in  the  Northern  Pacific  Railroad,  which  they  regard  as 
the  only  means  of  developing  the  great  natural  wealth  of  the  interior 
Territories,  and  rendering  their  resources  of  some  value  to  the  world. 

After  reaching  the  dividing  ridge  of  the  Rocky  range,  Mr. 
Roberts  spent  some  days  examining  the  various  Passes — Deer  Lodge, 
Bozeman's,  and  Cadotte's — and  the  approaches  to  each.  [Deer  Lodge 
Pass  is  the  most  southern,  and  has  a  probable  elevation  of  5,000  feet 

-above  the  sea;  Cadotte's  is  the  most  northern,  and  has  a  considerably 
greater  altitude;  Bozeman's  is  a  subordinate  pass,  east  of  Deer  Lodge, 

:  on  the  same  route,  and  has  an  elevation  of  4500  feet.]  Of  the  remark- 
able Pass  at  Deer  Lodge,  well  named  the  Gate  of  the  Mountains,  Mr. 
Roberts  says: 

The  whole  forty  miles  from  Deer  Lodge  City  io  the  summit  of  the  Rocky  Moun- 
tains, by  this  route,  can  be  built  as  cheaply  as  roads  are  built  through  prairie  countries 


M 


gmerally.  A  liule  more  work  %\  111  be  required  in  passing  on  the  east  side,  down 
Divide  Creek  to  Wisdom  or  I3ig  Hole  River;  but  the  line  will  be  highly  favorable  as 
an  average  all  the  way  down  to  the  JcfTcrson  Fork  of  the  Missouri  River.     *    *    # 

A  rcmarkaljle  circumstance  connected  with  this  Pass  will  convey  a  very  clear 
view  of  its  peculiarly  favorable  character.  Private  parties  engaged  in  gold  mining, 
in  the  gold  field  which  exists  abundantly  on  both  sides  of  the  Rocky  Mountains,  have 
dug  a  ditch  across  this  summit  which  is  only  eighteen  feet  deep  at  the  apex  of  the  divide, 
through  which  they  carry  the  water  of  "  Divide  Creek,"  a  tributary  of  the  Missouri, 
across  to  the  Pacific  side,  where  it  is  used  in  gold  washing,  and  the  waste  water 
passes  into  the  Pacific  Ocean.  This  has  been  justly  termed  highway  robbery.  The 
route  running  down  the  Jefferson  Fork,  crossing  the  Madison  Fork  over  to  the  Gal- 
latin, and  up  that  valley  to  near  the  Bozeman  Pass,  is  very  favorable,  admitting  of 
easy  grades  and  curves  at  moderate  cost.  Some  heavy  work  of  grading  occurs  on 
both  sides  of  Bozeman's  Pass. 

The  Bozeman  Divide  is  not  so  fxvorable  as  that  at  the  Deer  Lodge  Summit,  from 
ihe  fact  thr.t  the  ascent  to  it  on  either  side  is  less  gentle,  though,  in  comparison  with 
other  Passes  of  the  mountains,  it  is  quite  favorable,  being  practicable  without  the  aid 
of  a  tunnel,  with  no  more  costly  approaches. 

PROBABLE  COST  OF  THE  ROAD. 

On  this  important  point  the  Report  says: 

The  line  upon  which  the  estimate  is  to  be  given  runs  from  the  head  of  Lake 
Superior  across  the  Mississippi,  the  Red  River,  and  the  Dakota  River  to  t!ie  Mis- 
souri; thence  crossing  the  Missouri  into  the  valley  of  the  Yellowstone,  and  along 
that  stream  to  Bozeman's  Pass,  through  the  Belt  range  of  m.ountains ;  thence  do^vn 
the  Gallatin  valley,  crossing  the  Madison  River,  and  over  to  the  Jefferson  valley,  and 
along  that  to  the  Deer  Lodge  Pass  of  the  Rocky  Mountains ;  and  along  Clarl>''s 
valley  to  Lake  Pend  d'Oreille;  and  from  the  lake  across  the  Columbia  plain  *o 
Lewis  or  Snake  River;  down  that  to  its  junction  with  the  Columbia;  along  the 
Columbia  River  to  the  Cowlitz  River;  up  the  valley  of  the  Cowlitz,  and  dov;n  to 
I'uget  Sound  at  its  southern  extremity,  whence  the  road  may  le  carried  along  either 
side  or  both  sides  of  the  Sound,  as  far  as  may  be  desired,  to  any  port  or  ports  which 
shall  oe  selected. 

Although  I  would  not  feel  prepared  without  having  the  results  of  further  surveys 
to  pronounce  this  the  best  possible  route  wh'';i)  can  be  found  betv.'cen  Lake  Superior 
and  Puget  Sound,  it  certainly  presents  impo.-t.:.'.ii  advantages,  and  is  knazvn  to  me  to 
ie  eminently  practicable.  Shorter  routes  in  ay  be  traced;  but  probably  none  which 
will  l->e  cheaper  per  mile,  or  which  will  iM^:r  io  good  a  profile  for  profitable  service 
as  a  great  main  trunk  Railroad  thoroughfare. 

In  making  this  estimate,  I  assume  that  the  graded  road-bed,  bridges,  culverts, 
etc.,  are  to  be  such  as  we  find  on  our  first-class  roads;  and  that  the  track  is  to  be 
tliorouj^hly  constructed,  with  rails  of  sixty  pou'.ids  per  lineal  yard,  put  together  with 
the  most  improved  joint-ties,  and  completely  ballasted  with  gravel  or  broken  stone. 


•'? 


ist  Rule,  down 
y  favorable  as 
ver.  *  *  * 
y  a  very  clear 
11  jTold  mining, 
louutains,  have 
;x  of  the  divide, 
f  the  Missouri, 
he  waste  water 
robbery.  The 
)ver  to  the  Gal- 
e,  admitting  of 
ding  occurs  on 

je  Summit,  from 
;omparison  with 
without  the  aid 


\Q  head  of  La'ce 
liver  to  the  Mis- 
itone,  and  along 
ins;  thence  do'^vn 
ferson  valley,  and 
tid  along  Clark-'s 
lolumbia  plain  *o 
umbia;  along  the 
litz,  and  dov;n  to 
xrried  along  either 
)ort  or  porta  which 

i  of  further  surveys 
eeu  Lake  Superior 
is  known  to  me  to 
jbably  none  which 
r  profitable  service 

1,  bridges,  culverts, 
the  track  is  to  be 
,  put  together  with 
[  or  broken  stone. 


i 


Ungth,  UUm. 

Eitlmated  Coit 

550 

$13,750,000 

420 

11,760,000 

22s 

9,000,000 

205 

7,000,000 

223 

7,500,000 

377 

11,310,000 

88 


APPROXIMATE  ESTIMATE. 

No.  of  Dlr.  DBSORIPTIOM  OJ"  DIVISION. 

1.  Like  Superior  to  Yellowstone  River,     .     .     . 

2.  Alonq;  the  Yellowstone  to  Bozcman's  Pass,     . 

3.  Dozcman's  Pass  to  Hellgate  River,  Mountain 

Division   ....  

4.  Hellgate  River  to  Pcnd  d'Oreille  Lake,     .     . 

5.  Tend  d'Oreille  Lake  to  the  mouth  of  Lewis 

River 

6.  Mouth   of  Lewis   River  to    Puget   Sound — 

Columbia  Valley  Division 

$60,320,000 

Add  for  sidings  and  additional  track, 4,200,000 

Contingencies,  including  superintendence  and  engineering, 

10  per  cent., ....  5,000,000 

Telegraph  line  and  instruments,  complete,  $joo  per  mile,     .  600,000 

$70,120,000 

BUaDIVOS.  ESTIMATED   CO.ST. 

134  Wood  and  water  stations 0  $3,500  $469,000 

20  Engine-houses  and  turn-tables, @  15,000  300,000 

5  Principal  engine  repair-shops, (a)  100,000  500,000 

2  Principal  car  repair-shops, @  75,000  150,000 

5  Principal  car  repair-shops, @  40,000  200,000 

200  Section,  tool,  and  hand-car  houses @  500  100,000 

134  Freight  and  passenger  stations, @  2,000  268,000 

150  Freight  platform  stations, @  500  75,ooo 

10  Principal  freight  and  passenger  depots,     .     .     .  @  25,000  250,000 


ROLLIXO  STOCK,  ETC. 

120  Locomotive  engines,  freight  and  passenger,  .     .  0 

100  Passenger  cars,  first  class,      , (J) 

50  Passenger  cars,  second  class, 0 

30  Smoker's  cars, (Tfij 

30  Baggage,  mail  and  express  cars @ 

1500  Box,  freight,  cattle,  and  platform  cars,     ...  0 

40  Caboose  and  wrecking  cars, 0 

20  Tool  cars, 0 

80  Hand  cars, 0 

Tools,  snow-ploughs,  etc.  (per  loo  miles),   .     .  0 


$2,312,000 

$13,000 

$1,560,000 

4,000 

400,000 

2,500 

125,000 

3,000 

90,000 

2,000 

60,000 

800 

1,200,000 

1,200 

48,000 

800 

16,000 

200 

16,000 

1,000 

100,000 

$3,615,000 


In  addition  to  the  foregoing,  there  are  various  outlays,  which  will  necessarily 
attach  to  the  work  during  its  progress,  not  covered  in  the  items  given,  or  included 
under  the  usual  percentage  allowed  for  contingencies,  especially  at  the  principal 

3 


34 


teiTiiinal  points  on  Lake  Superior  and  Pujjet  Sound,  and  on  the  Columbia  River,  and 
likewise  at  the  crossings  of  the  Mississippi,  the  Red  River,  the  Dakota  River,  and 
the  Missouri  River,  to  connect  the  Railroad  business  conveniently  with  the  transpor- 
tation to  and  from  these  respective  streams. 

Also,  en  the  route  on  which  tills  estimate  is  predicated  there  would  be  a  branch 
line,  a  few  miles  in  length,  extending  to  Portland,  Oregon.  In  case  the  line  should 
be  along  the  Columbia  River  at  Fort  Vancouver,  it  would  be  only  about  five  miles 
across  to  Portland,  but  involving  two  costly  bridges,  one  over  the  Columbia,  the 
other  over  the  Willamette  River. 

In  order  to  cover  the  cost  of  such  a  branch,  and  the  cost  of  the  "  >cessary  extra 
works  above  mentioned,  it  will  be  proper  to  add  to  the  general  estimate  the  sum  of 
;^ 1, 200,000  for  the  branch,  and  ;$Soo,ooo  for  the  extra  works  reff^rred  to — making  two 
millions  in  all.  Nothing  has  been  inserted  for  "right  of  way,"  as  the  land-grant 
carries  with  it  all  that  is  needed  over  nearly  every  foot  of  the  line;  and  where  land 
is  taken  up,  the  owners  will  gladly  give  the  ComjDany  all  they  may  require,  in  con- 
sideration of  the  benefit  to  the  remainder. 


RECAPITULATION. 

Grading,  masonry,  bridging,  track  and  ballast ^6o,3ro,000 

Sidings,  etc.,     ...          4,200,000 

Contingencies,  including  superintendence  and  engineering 5,000,000 

Telegraph  line,     ....          600,000 

Buildings, 2,312,000 

Rolling  stock, 3,615,000 

Branch  road, 1,200,000 

Extra  works,  etc. 8oo,oco 

^78,047,000 
Interest  on  bonds  over  receipts  during  construction, 7,230,000 

Total, $S5,?77,ooo 

This  gives  an  average  of  $42,638  per  mile. 

GRADES— DISTANCES— SNOW. 

Mr.  Roberts  illustrates  the  favorable  gradients  of  the  Northern 
Pacific  Railroad  route,  by  comparing  them  with  those  of  the  Union 
and  Central  Pacific  line,  the  obvious  inference  being  tliat,  as  the  latter 
'■oute  has  already  been  proved  a  practicable  one  for  a  profitable 
horoughfare,  the  former  must  be  pre-eminently  so.  On  this  question 
of  grades,  the  Report  says  : 

An  examination  of  the  profile  of  the  Union  Pacific  and  Central  Pacific  lines 
between  Omaha  and  Sacramento,  a  distance  of  1775  miles,  shows  that  there  are  four 
main  summits ;  Sherman  summit,  on  the  Black  hills,  about  550  miles  from  Omaha, 


n^ 


'f!^' 


85 


ibia  River,  and 
vota  River,  and 
th  the  transpor- 

uld  be  a  branch 

the  line  should 

about  five  miles 

;  Columbia,  the 

'cessary  extra 
na.e  the  sum  of 
to — making  two 
s  the  land-grant 
and  where  land 
require,  in  con- 


^6o,3ro,ooo 
4,200,000 
5,000,000 

600,000 
2,312,000 
3,615,000 
1,200,000 

800,000 

$78,047,000 
7,230,000 

SS5,?77,ooo 


■  the  Northern 
:  of  the  Union 
at,  as  the  latter 
jr  a  profitaljle 
n  this  question 


:ntral  Pacific  lines 
that  there  are  four 
miles  from  Omaha, 


8235  feet  above  the  sea;  one  on  the  Rocky  Mountains,  at  Aspen  summit,  about  935 
miles  from  Omaha,  7463  feet;  one  at  Humboldt  mountain,  about  1245  miles  from 
Omaha,  6076;  and  another  on  tht  Sierra  Nevada  (only  105  miles  from  the  western 
terminus  at  Sacramento),  7062 ;  whilst  from  a  point  wjst  of  Cheyenne  to  Wasatch,  a 
continuous  length  of  450  miles,  every  portion  of  the  road  is  more  than  6000  feet  above 
the  SL-a ;  being  about  looo  feet,  on  this  long  distance,  higher  than  the  highest  summit 
on  the  Northern  Pacific  Railroad  route,  whilst  for  I'  e  corresponding  listance  on  the 
Northern  Pacific  route  the  average  elevation  is  under  3000  feet,  or  3000  feet  less 
than  on  the  Union  and  Central  line.  The  highest  summit  on  the  Northern  Pacific 
line  is  about  three  thousand  feet  lower  tlian  the  Sherman  summit  on  the  Union  Pacific 
line. 

On  the  Union  Pacific  Road  the  prolle  also  shows  that  fo"-  nine  hundred  continuous 
miles,  from  Sidney  westward,  the  road  lias  ?.ii  average  height  of  over  5000  feet,  and 
the  lowest  spot  on  that  distance  is  more  than  4000  feet  above  the  sea;  whereas,  on 
the  Northern  route  only  about  sixty  miles,  at  most,  are  as  high  as  4000  feet;  and  the 
corresponding  distance  of  nine  hundred  miles,  extending  from  the  mouth  of  the 
Yellowstone  to  the  valley  of  Clarke's  river,  is,  on  an  average,  about  3000  lower  than 
the  Union  Pacific  line.  Then,  allowing  tiiat  1000  feet  of  elevation  causes  a  decrease 
of  temperature  of  three  degrees,  there  is  a  substantial  reason  for  tlie  circumstance, 
now  well  authenticated,  that  the  snows  on  the  Northern  route  are  much  less  trouble- 
some than  they  are  on  the  Union  Pacific  and  Central  Pacific  route.  At  the  same  time 
it  should  not  be  claimed  that  there  will  be  no  trou!)le  frc^m  snow  on  the  Northern 
line.  *  *  *  *  Tlie  impression  T  would  wish  to  create  is  this  :  That 
a  line  can  be  so  located  between  the  valley  of  the  Missouri  and  the  mouth  of  the 
Columljia  river,  and  to  Paget  Sound,  that  for  tlie  greater  portion  of  the  distance  it  will 
not  encounter  any  serious  trouble  from  snow ;  and  that  in  the  passage  of  the  Belt 
range,  l)et\vcen  the  Yellowstone  and  tiie  upper  Missouri,  and  the  crossing  of  the 
Rocky  mountains  at  Deer  Lodge  Pass,  no  greater  obstacles  from  snow  are  likely  to 
be  met  with  th.m  have  already  been  encountered  and  overcome  on  roads  in  the 
New  England  Stales  and  in  the  State  of  New  York,  It  is  the  general  impression  in 
the  States,  an  impression  entirely  natural,  that  the  farther  we  go  to  the  north  the 
deeper  the  snow  ;  but  on  tliis  line  t'le  mollifying  and  controlling  infiuences  of  tiie 
mild  climate  which  pervades  the  Pacific  slope  and  the  interior  along  this  latitude, 
combined  with  the  greatly  reduced  elevation  of  the  range  of  country  to  be  occupied, 
and  the  low  summits  of  the  l)ack-bone  muiir.tains  to  be  passed,  tend  to  confirm  the 
favorable  statements  of  intelligent  gentlemen  who  have  long  been  familiar  with  the 
regions  in  question. 

The  grades  on  the  route  across  through  the  State  of  Minnesota  and  Territory 
of  Dakota  to  the  Missouri  river  will  not  be  materialiy  dissimilar  to  those  on  the  other 
finislied  railroads  south  of  it,  passing  from  Chicago  to  Sioux  City,  Council  Bluffs,  etc., 
namely,  undulating  within  the  general  limit  of  about  forty  feet  per  mile,  although  it 
nny  be  deemed  advisable,  at  a  few  points,  for  short  distances,  to  run  to  a  maximum 
of  one  foot  per  hundred,  or  fifty-three  per  mile.  There  is  sufficient  knowledge  of  this 
portion  of  the  route  to  warrant  this  assumption.  And  beyond  the  Missouri,  along  the 
valley  of  the  Yellowstone,  to  near  the  Bozeman  pass,  there  is  no  known  reason  for 


36 


assuming  any  higher  limits.  In  passing  Bozeman  summit  of  the  Belt  range,  and  m 
goin-  up  the  eastern  side  of  the  Rocky  Mountains,  it  may  be  found  advisable  to  adopt 
a  somewhat  higher  gradient,  for  a  few  miles,  in  overcoming  those  summits.       ^    _ 

The  highest  ground  encountered  between  Lake  Superior  and  the  Missouri  river 
at  the  mouth  of  the  Yellowstone,  is  only  2300  feet  above  the  sea,  the  low  summit  of 
the  Rocky  Mountains  is  but  little  over  5000  feet,  and  the  Bozeman  pass,  through  the 
Belt  range,  is  assumed  to  be  about  500  feet  lower.  The  height  of  the  country  upon 
which  the  line  is  traced,  and  upon  which  my  estimate  of  cost  is  based,  may  be 
approximately  stated  thus,  beginning  at  Lake  Superior,  going  westward  :— 

Miles.  Average  height  above  the  Sea, 

To  Dakota  valley, 300  1200  feet. 

Yellowstone  river 300  2200    |' 

Along  Yellowstone, 40O  2600 

Flathead  valley, 30°  35°© 

Lewis  or  Snake  river, 200  300° 

Puget  Sound, joo  40O    " 

Lake  Superior  to  Puget  Sound  via  Portland, .     .  2000 
[Direct  line •     •  ^775] 

Compare  this  with  the  profiles  of  the  finished  line  of  the  Union  and  Central 
Pacific  Roads.  Properly,  the  comparison  should  be  made  from  Chicago— the  eastern 
terminus  on  Lake  Michigan,  of  the  Omaha  line.  There  are  on  that  route,  approxi- 
mately, as  follows : — 

From  Chicago.  Miles.         Average  height  above  the  Sea. 

To  Omaha, S^  1000  feet. 

Near  Cheyenne S'^  33°° 

Cooper's, 87  7300    "^ 

Promontory  Point 4^2  6200 

Humboldt, 406  4750    " 

Reno, 130  4000    " 

Auburn, 45  4400    || 

Sacramento, 39  300    " 

San  Francisco, ^35  5°    " 

Chicago  to  San  Francisco 2410 

On  the  Northern  Pacific  line  there  need  be  but  two  principal  summits,  whilst  on 
the  otlier  there  are  four;  the  lowest  of  which  is  about  a  thousand  feet  higher  than  the 
highest  on  the  northern  route.  If,  therefore,  the  roads  were  the  same  length  between 
the  Pacific  waters  and  the  great  lakes  and  navigable  rivers  east  of  the  Rocky  Moun- 
tains,  the  advantage  would  be  largely  in  favor  of  the  northern  route;  but  this  actual 
distance  is  410  miles  less,  and  the  equated  distance  for  ascents  and  descents  in  its 
favor  will  be  very  considerable  in  addition. 


MMMBMrwaawfWWi 


37 

Mr.  Roberts  closes  his  very  discriminating  and  guarded  Report 
with  these  words — words  which  carry  far  more  weight  than  would 
expressions  of  unstinted  eulogy  of  the  route  examined : 

This  special  report  contains,  in  brief,  the  substance  of  the  information  obtained 
during  an  exploration  which  occupied  the  entire  months  of  June,  July  and  Au-ust ; 
involving  in  all  over  nine  thousand  miles  of  travelling,  on  railroads,  in  coaches, 
steamers,  wagons,  canoes,  and  on  horseback ;  during  which,  owing  to  the  remarkable 
facilities  afforded  through  the  aid  of  the  modem  conveyances  by  steam,  both  on  land 
and  water,  our  party  was  enabled  to  explore  an  extent  of  territory  which  in  the  time 
of  Lewis  and  Clarke  occupied  nearly  two  years. 

In  conclusion,  I  would  state  as  the  result  of  these  explorations  and  investigations, 
after  much  reflection,  and  fully  appreciating  the  responsibility  devolved  upon  me  as 
the  Engineer  selected  by  you  for  the  duty,  that  the  Northern  Pacific  Railroad  route, 
with  the  land  grant  secured  to  the  Company  by  the  Government,  possesses  great 
intrinsic  value,  and  will  be,  as  a  whole,  a  remarkably  favorable  line  in  all  important 
respects ;  a  line  which,  if  judiciously  located,  honestly  constructed,  and  properly 
administered,  will  pay  within  a  few  years  a  fair  dividend  on  its  cost.  I  had  appre- 
hensions that  personal  investigations  might  disclose  material  or  possibly  vital  errors 
in  some  of  the  anticipations  induced  by  former  Reports.  The  result,  however,  has 
been  in  the  other  direction  ;  and  I  am  constrained  by  the  facts  to  present  an  estimate 
of  cost  essentially  lower  tlian  those  previously  submitted  by  the  able  Chief  Engineer, 
and  I  offer  it  confidently  as  reasonable  and  reliable. 


^OME    piSCONNECTED     FaCTS. 


— ^The  Northern  Pacific  Railroad  has  received  from  the  United  States 
Government  a  four-fold  greater  subsidy  than  was  conferred  upon  the 
Union  and  Central  Pacific  Roads,  since  the  land  grant  of  the  former  is 
twice  as  large  as  those  of  the  latter,  and  more  than  twice  as  valuable 
intrinsically  per  acre.  The  Government  bonds  loaned  the  Union  and 
Central  Roads  are  a  debt,  to  be  repaid,  principal  and  interest;  hence 
they  are  neither  subsidy  nor  asrscts.  If  the  Union  and  Central  Pacific 
are  solvent  and  successful  with  the  bonus  they  actually  received  from 
Government,  (and  they  certainly  are  so,)  will  the  Northern  Pacific 
prove  solvent  and  successful  with  an  equal  business  and  with  a  bonus 
four  times  as  valuable? 

— The  international  character  of  the  Northern  Pacific  Railroad  will 
give  it  much  strength  and  increased  importance.  It  will  be  the  natu- 
ral and  only  thoroughfare  and  outlet  for  the  population  and  products  of 
the  British  Possessions  west  of  Lake  Superior,  and  will  assuredly  com- 
mand the  carrying  trade  of  these  provinces.  The  continuation  of  the 
Northern  Pacific  Road  along  the  southern  shore  of  Lake  Superior  to  the 
Sault  Ste.  Marie,  thence  connecting  with  a  new  Canadian  railway  to 
Toronto  and  Montreal,  thus  forming  an  international  all-rail  line  from 
Ocean  to  Ocean,  is  among  the  probabilities  of  the  early  future.  An  im- 
portant arm  of  the  Northern  Pacific  Road  is  already  under  construction 
to  the  British  border,  at  Pembina  on  the  Red  River.  This  will  soon  be 
met  by  a  road  built  southward  from  Fort  Garry,  and  thus  will  railroad 
facilities  be  carried  to  the  very  heart  of  these  vast  and  fertile  provinces, 
heretofore  almost  inaccessible.  Farther  west,  other  branch  lines  will 
be  built  northv/ard  into  the  Britisli  Possessions  from  the  main  trunk  of 
the  Northern  Pacific  Railroad,  thus  accommodating  the  entire  area 
north  of  the  forty-fifth  parallel. 

— In  1870,  Eighteen  Million  pounds  of  freight  entered  Montana  by 
way  of  Corinne  station,  Utah,  being  hauled  in  wagons  400  miles  across 
a  rugged  country  at  a  cost  q{  fifteen  cents  per  pound.  This  iji  some 
intimation  of  what  a  railroad  will  do  for  Montana,  and  Montana  for 
a  railroad. 

— Two-thirds  of  the  forty  millions  of  people  who  now  occupy  the 
United  States,  arc  nearer  by  the  Northern  Pacific  Railroad  line  to  the 
mouth  of  the  Columbia  River  and  to  Puget  Sound  than  to  any  other 
part  of  the  Pacific  coast.  The  Northern  Pacific  will  be  the  only  trans- 
continental road  under  one  control,  offering  to  trade  and  travel  a  direct 
and  uniform  communication  from  ocean  to  ocean,  free  from  interrup- 
tions and  exactions  arising  from  separate  or  hostile  interests. 


B.akyhl*TIBi"TMIlaiMii»iwt, 


r 


UGET    Sound, 


The  capacity  and  character  of  the  harbors  of  Puget  Sound,  at  the 
western  terminus  of  the  Northern  Pacific  Railroad^  together  with  the 
climate  and  the  agricultural,  mineral,  marine  and  timber  resources  of 
the  North  Pacific  Coast,  have  obviously  an  important  bearing  on  the 
future  of  the  Road,  and  the  country  traversed  by  it.  If  the  power  of 
choice  were  given,  it  would  be  difficult  to  say  what  element  could  be 
added  to  the  situation  at  the  western  end  of  the  great  thoroughfare, 
which  would  materially  add  to  the  advantages  already  given  by  nature. 

Harbors. — Puget  Sound  itself  is  an  inland  sea,  fringed  with  har- 
bors of  abundant,  and  sometimes  superabundant,  depth,  and  of  sufficient 
capacity  to  shelter  the  commerce  of  two  oceans.  This  system  of  land- 
locked bays  is  dotted  with  islands  and  joined  to  the  Pacific  by  a  gate- 
way called  the  Strait  of  Fuca,  eighty  miles  in  length,  ten  to  twelve  in 
width,  and  from  twenty  to  one  hundred  fathoms  deep  in  all  its  parts. 
One  arm  of  the  Sound  extends  northward  from  v/here  it  joins  the 
Strait,  and  the  other  southward ;  both  divide  and  ramify,  until  the 
Sound,  with  all  its  bays  and  deep-water  inlets,  presents  a  shore-line  of 
1S33  miles,  and  extends  across  two  degrees  of  latitude.  There  is  no 
obstruction  at  the  entrance  to  this  singular  succession  of  harbors. 
The  mouth  of  the  Strait  is  easily  entered  in  all  weather — indeed,  as 
a  refuge  for  shipping,  the  waters  of  Puget  Sound  are  simply  unsurpassed. 
This  mammoth  haven  is  not  only  capacious  beyond  all  possible  com- 
mercial needs  of  the  future,  but  it  is  safe  in  all  its  parts  for  the  largest 
class  of  vessels.  For  one  hundred  and  fifty  miles  the  mid-channel  is 
more  than  three  hundred  feet  deep,  and  remarkably  free  from  hidden 
dangers.  On  either  side  of  the  main  channel,  and  in  the  various  bays 
which  will  be  the  real  harbors  and  shipping  ports,  the  water  is  still 
deep,  but  not  too  deep  for  anchorage.  The  holding-ground  is  excellent. 
Commodore  Wilkes,  of  the  Navy,  after  exploring  Puget  Sound,  said  in 
his  report : 

Nothing  can  exceed  the  beauty  of  these  waters  and  their  safety.  Not  a  Khonl 
exists  within  tlie  Straits  of  San  Juan  de  Fuca,  Admiralty  Inlet,  Tuget  Sound,  or 
Hood's  Canal,  that  can  in  any  way  interrupt  their  navigation  by  a  seventy-four  gun 
ship.  I  venture  nothing  in  saying  that  there  is  no  country  in  the  world  possessing 
waters  equal  to  these. 


40 


The  basin  containing  the  Sound  and  its  branches  is  bounded  on 
the  east  by  the  Cascade  range  of  mountains,  and  sheltered  on  the  west 
by  the  Olympian  or  Coast  range.  This  depression  between  the  two 
mountain  ridges  is  about  seventy-five  miles  in  width,  and  that  part 
which  is  not  occupied  by  the  waters  of  the  Sound,  is  mainly  covered 
with  magnificent  forests  which  extend  to  the  very  summit  of  tlae  moun- 
tains. Here  grows  that  Puget  Sound  timber  of  which  so  much  has 
been  written.  These  forests  of  giant  fir  and  cedar  are  traversed  by  ten 
rivers,  which  flow  down  from  the  Cascade  mountains  and  empty  into 
the  Sound,  furnishing  ten  alluvial  valleys  of  agricultural  land,  and 
supplying  for  logging  purposes  another  thousand  miles  of  inland  shore 
line. 

At  this  writing,  it  has  not  been  decided  which  one  of  the  many 
excellent  harbors  on  Puget  Sound  shall  be  made  the  ocean  terminus  of 
the  Northern  Pacific  Railroad  and  the  site  for  the  city  which  is  to  be 
the  metropolis  of  the  North  Pacific  coast. 

Timber  of  Fiigct  Sound. — The  timlx-;'  of  Washington  Territory 
has  carried  its  own  fame  to  all  parts  o.'  t1-  •  orld.  A  gentleman  who 
recently  made  the  round-thc-globe  tour  says  that  in  examining  a  rail- 
way in  India,  he  asked  where  the  .i^-s  c^.r^'e  fro'r.  The  answer  was, 
"Puget  Sound."  xVt  Alexandria,  in  Egypt,  while  admiring  some 
singularly  perfect  spars  among  the  shipping,  he  asked  where  they 
grew,  and  was  told,  "Puget  Sound."  Afterward,  in  a  seaport  of 
China,  he  a;:.kcd  the  source  of  certain  timbers  that  a  friend  was  using 
in  the  construction  of  wharves.  The  monotonous  replv  was,  "Puget 
Sound." 

Hon.  S.  Garfielde,  Congressional  Delegate  from  Washington  Ter- 
ritory, speaking  of  the  timber,  says: 

Washington  Territory,  west  of  the  Cascade  Mountains,  covers  an  area  of  about 
20,000  square  miles  (exclusive  of  interior  waters),  three-fourths  of  which  .ire  timbered 
lands.  The  timber  consists  of  fir,  cedar,  pine,  spruce,  hemlock,  oak,  riaple,  cotton- 
wood,  ash,  dog-wood,  alder,  and  some  of  the  smaller  varieties.  The  amount  of  the 
fir  exceeds  all  the  other  varieties  combined,  and  the  cedar  stands  second  in  quantity. 
As  the  fir  exceeds  all  other  varieties  in  quantity,  so  also  it  does  in  utility,  being  valu- 
able lor  ship-building,  house-building,  fencing,  spars,  and  indeed  almost  everv 
purjiose  for  which  wood  is  used.     P  's  stronger  than  white  oak. 

Mr.  Garfielde  further  says : 

The  size  of  the  fir  trees,  and  tlie  number  growing  upon  given  acres,  in  good 
timber  districts,  is  almost  incredible  to  residents  upon  the  Atlantic  slope  of  the  conti- 


41 


nent.  Trees  often  measure  320  feet  in  length,  as  I  have  several  times  demonstrated, 
more  than  two-thirds  of  which  are  free  from  limbs.  Fifty,  sixty,  and  sometimes  as 
high  as  eighty  good  timber  trees  grow  upon  an  acre  of  ground.  In  the  summer  of 
1868,  I  had  two  parties  out  cruising  for  timber.  The  leaders  of  these  parties  were 
old  and  experienced  lumbermen.  One  of  these  parties  found  a  "berth"  of  timber, 
covering  about  3,000  acres,  which  was  so  vcrj  fine  that  they  took  extra  pains  to 
ascertain  the  facts  in  regard  to  it  in  order  to  satisfy  me  of  the  truth  of  their  report. 
They  examined  the  forest  carefully,  and  selecting  an  average  tree,  cut  it  down. 
That  tree  measured  42  inches  in  diameter  at  the  stump,  and  at  the  first  limb,  200 
feet  above,  it  measured  22  inches,  the  top  or  branching  portion  measuring  70  feet 
more.  It  was  then  ascertained  by  measurement  and  count  that  there  was  an  average 
of  80  such  trees  to  the  acre  throughout  this  berth.  I  do  not  give  this  statement  as  an 
illustration  of  the  size  of  our  trees,  for  these  were  by  no  means  large  ones.  They 
were  of  the  size,  however,  most  convenient  for  milling  purposes,  and  their  great 
length,  free  from  limbs,  and  their  number  per  acre,  make  the  average  production  very 
much  more  than  is  usually  obtained.  Our  loggers  work  no  "  berth"  of  (fir)  timber 
producing  less  than  30,000  feet  per  acre — from  sixty  to  one  hundred  and  twenty 
thousand  feet  being  the  more  common  yield.  The  Puget  bound  lumber,  which  is 
now  exported  to  the  extent  of  about  one  hundred  and  eighty  million  feet  annually, 
besides  piles  and  spars,  finds  a  market  at  San  Francisco,  Callao,  Valparaiso,  the 
Sandwich  Islands,  Australia,  and  China. 

Of  the  lumber  trade  now  existing,  and  to  be  developed  along  the 
western  portions  of  the  Northern  Pacific  Railroad,  a  high  authority 
says: 

Over  hundreds  and  hundreds  of  square  miles  of  area  does  this  unequalled  timber 
exist,  astonishing  for  its  size,  perfection,  and  durability.  For  hundreds  of  miles  lineally 
the  Northern  Pacific  Railroad's  main  line  and  branch  will  run  through  it  and  near  it. 
Nowhere  else  in  the  world  does  the  material  exist  for  such  a  trade  in  lumber  outward 
by  sea  or  inward  by  rail,  as  will  be  witnessed  at  the  gateway  of  Puget  Sound  and  on  the 
western  end  of  this  Railroad.  That  trade  seaward  was  enormous  in  1869.  Fourteen 
huge  scW-mills  on  Puget  Sound  alone  supplied  it.  Some  of  these  mills  cut  150,000  feet 
a  day.  They  are  run  night  and  day.  To  one  of  them  is  attached,  as  its  machinery 
of  foreign  transportation,  1 7  shiy)s.  It  gives  constant  employment  to  1000  men.  It 
holds  the  fee-simple  of  over  100,000  acres  of  most  carefully-selected  timber  land. 
The  entire  product  of  the  mills  of  Puget  Sound,  in  1S70,  was  over  190,000,000  feet. 

Forests  yielding  100,000  feet  and  upward  are  common  all  around  Puget  Sound. 
The  wood  of  the  firs  and  cedars,  unequalled  for  lightness,  straightness  of  cleavage, 
and  resistance  of  moisture,  stronger  than  oak,  and  more  retentive  of  spikes  and 
tree-nails,  will  supplant  all  other  material  for  ship-building  on  both  shores  of  the 
Pacific  Ocean.  Last  year  Puget  Sound  exported  above  one  hundred  and  seventy  mil- 
lion feet  of  lumber,  twenty  millions  of  lath  and  shingles,  and  an  immense  amount  of 
masts,  spars,  and  piles.  This  product  of  the  as  yet  scarcely  scaned  forests  of  Wash- 
ington Territory  was  sold  in  California,  South  America,  Australia,  Japan,  China,  the 
East  Indies,  and  Europe,  It  furnished  cargoes  to  113  ships,  491  barks,  45  brigs,  and 
87  schooners. 


II 


t 


42 


1 

\ 


Climate  of  Puget  Sound. — The  climate  of  Oregon  and  Washington 
Territory  is  a  perpetual  surprise  to  the  tourist,  and  difficult  to  be 
understood  by  dwellers  in  the  Atlantic  States.  Chief  Engineer 
Roberts,  from  whose  very  candid  report  we  elsewhere  quote,  says  of 
Puget  Sound  winters : 

The  climate  of  this  favored  region  is  very  remarkable,  and  will  always  remain 
an  attractive  feature.  Even  in  the  coldest  winters  there  is,  practically,  no  obstruction 
to  navigation  from  ice;  vessels  can  enter  and  depart  at  all  times;  and  the  winters 
are  so  mild  that  summer  flowers,  which,  in  the  latitude  of  Philadelphia  on  the  Atlan- 
tic Coast,  we  are  obliged  to  place  in  the  hot-house,  are  left  put  in  the  open  garden 
without  being  injured. 

Official  observations,  covering  a  period  of  six  years,  show  the 
average  temperature  on  Puget  Sound  to  be  as  follows :  Winter,  40° ; 
Spring,  48°;  Summer,  62°;  and  Autumn,  51°;  for  the  year,  51°. 
The  difference  in  mean  temperature,  between  summer  and  winter,  it 
will  be  noticed,  is  only  22°. 

The  average  rain-fall  during  the  same  period  was  53  inches,  distri- 
buted as  follows:  Spring,  11. 19;  Summer,  3.85;  Autumn,  15.85; 
Winter,  22.62. 

The  seasons  would  more  properly  be  classified  as  two,  summer  and 
winter,  each  running  insensibly  into  the  other,  and  each  with  its 
pleasant  and  its  rainy  weather.  The  grass  is  green  nearly  the  whole 
year.  A  gentleman  from  that  region  (Mr.  E.  Meekt  "•.  of  Olympia), 
brings  us  fifty-three  varieties  of  flowers  plucked  by  him  in  the  open  air, 
in  latitude  47°,  on  the  4th  of  December,  1870.  On  the  loth  of  Jan- 
uary, 1870,  twenty-two  varieties  were  still  in  bloom  out  of  doors. 
Such  is  the  climate  at  the  western  extremity  of  the  Northern  Pacific 
Railroad.  The  causes  of  this  singular  modification  of  temperature 
have  been  discussed  in  another  portion  of  this  pamphlet.  They  are, 
in  brief,  the  warm  south  and  west  winds  which  there  prevail  in  winter, 
added  to  the  effect  of  the  Japanese  current,  which  does  for  our  North 
Pacific  coast  what  the  Atlantic  Gulf  Stream  does  for  the  climate  of 
Northern  Europe. 

Soil  and  Productions. — ^In  connection  with  the  remarkable  climate 
the  productive  capacity  of  the  soil  of  the  Puget  Sound  region  is  great 
both  as  to  quantity  and  quality.  The  quality  and  yield  of  wheat  on 
the  Pacific  slope  are  well  known  to  be  good,  and  in  this  regard  Puget 
Sound  is  no  exception  to  the  rule.  All  the  other  cereals  are  grown  to 
perfection ;  oats  are  particularly  plump  and  heavy.     Indian  corn  has 


43 


been  ripened  thirteen  years  in  succession  in  one  locality,  and  as  many 
as  forty  bushels  to  the  acre  have  been  raised,  but  the  yield  of  this  is  not 
so  good  here  as  in  a  region  where  the  nights  are  warm  and  sultry.  The 
small  grains  are  at  home  in  Washington  Territory.  Pork  is  usually 
fattened  upon  peas,  wheat,  and  barley,  and,  it  is  claimed,  can  be  made 
as  cheaply  as  upon  corn  in  the  Western  States. 

Fruits  of  all  kinds,  except  the  peach  and  the  grape,  are  raised  in 
great  piofusion,  and  are  remarkable  for  size  and  flavor.  Although 
California  fruit  is  justly  in  good  reputation,  Oregon  and  Washington 
apples  are  exported  to  San  Francisco,  where  they  bring  an  advanced 
price  on  account  of  their  excellence.  The  potatoes  and  other  vegetables 
grown  on  the  north  coast  are  also  in  high  favor  in  the  San  Francisco 
market. 

This  is  emphatically  the  dairyman's  region.  Pure,  soft  water 
abounds  almost  everywhere,  grass  grows  early  in  spring  and  late  in 
autumn,  and  the  root  crops  produce  immense  returns.  Western 
Washington  will  rival  England  in  its  turnip  yield.  With  access  to  the 
world's  markets,  the  dairy  interest  of  this  section  will  become  a  great 
and  profitable  branch  of  industry  and  of  trade. 

The  Fish  of  Puget  Sound. — The  fisheries  of  Puget  Sound,  although 
yet  in  the  infancy  of  their  development,  already  constitute  a  leading 
interest.  In  the  early  future  they  are  certain  to  assume  an  impor- 
tance little  dreamed  of  by  those  who  are  unfamiliar  with  the  facts 
regarding  them.  The  variety  and  abundance  of  fish  of  the  highest 
excellence  in  Puget  Sound  and  vicinity  are  as  striking  a  character- 
istic of  this  region  as  are  the  timber  and  climate.  The  cod  banks  of 
Alaska  are  now  known  to  be  as  extensive  and  productive  as  those  of 
our  Atlantic  Coast.  These  fisheries  are  necessarily  tributary  to  the 
trade  of  Puget  Sound.  The  summer  climate  of  Alaska  is  too  moist  for 
curing  fish,  while  that  of  San  Francisco  is  too  hot  and  dry.  The 
climate  of  Washington  offers  just  the  required  medium.  Besides,  the 
fisheries  are  800  miles  nearer  the  drying  racks  and  the  shipping  ports 
of  Puget  Sound  than  to  those  of  San  Francisco.  These  advantages 
will  govern  the  location  of  the  fishing  trade. 

The  best  whaling-ground  now  left  to  the  American  harpooners  is 
within  18  days  of  the  western  terminus  of  the  Northern  Pacific  Rail- 
road. After  the  completion  of  this  line,  the  headquarters  of  the 
American  whaling  interest  will  unquestionably  be  at  Puget  Sound; 
and,  although  that  business  is  not  so  important  now,  as  formerly,  yet, 


44 


with  its  attendant  ship-building,  outfitting,  refitting,  discharging,  and 
the  shipment  of  its  product  eastward  by  rail,  it  will  contribute  not  a 
little  to  the  business  of  Puget  Sound  and  the  Road. 

Ship- Building. — There  are  no  less  than  seven  varieties  of  timber 
enumerated  by  the  San  Francisco  board  of  underwriters  as  suitable  for 
ship-building,  which  are  to  be  found  in  abundance  on  Puget  Sound. 
Pitch,  rosin  and  turpentine  of  a  superior  quality  have  been  produced 
in,  and  exported  from,  this  locality.  Coal  and  Iron  are  both  at  hand 
in  abundance.  The  facilities  for  obtaining  spars  and  ships'  knees  on 
the  spot  are  perfect.  All  these  advantages  added  to  the  extensive 
shore  line  of  the  Sound  suitable  for  ship  yards,  the  cheapness  of  labor, 
food  and  lumber,  point  to  Puget  Sound  as  the  great  ship-building 
centre  of  the  Pacific  Coast.  This  industry  had  already  reached  very 
considerable  proportions  before  the  present  universal  decline  of 
American  shipping  interests  began;  and  careful  estimates  made  by 
practical  ship-builders  and  confirmed  by  experience,  show  beyond 
question  that  vessels  can  be  built  and  equipped  considerably — ^probably 
20  per  cent. — cheaper  on  Puget  Sound  than  any>vhere  else  in  the 
United  States. 


CHARTER  ^ND  MORTGAGE. 

SyNOPSTS  OF  THE  Charter. 

i 

The  leading  provisions  of  the  Charter  of  the  Northern  Pacific  Railroad,  os 
amended  to  the  present  date  (February,  1871),  are  as  follows: 

I.  The  Northern  Pacific  Railroad  Company  is  authorized  to  construct,  operate, 
and  own  a  continuous  Railroad  and  Telegraph  line,  "beginning  at  a  point  on  Lake 
Superior,  in  the  State  of  Minnesota  or  Wisconsin ;  thence  westerly  by  the  most  eli- 
giljle  railway  route,  as  shall  be  determined  by  the  Company,  within  the  territory  of 
the  United  States,  on  a  line  north  of  the  forty-fifth  degree  of  latitude,  to  some  point 
on  Puget  Sound,"  via  the  valley  of  the  Columbia  River,  with  a  branch  "from  some 
convenient  point  on  its  main  trunk  line,"  across  the  Cascade  Mountains  to  Puget 
Sound. 

II,  In  aid  of  the  work,  the  charter  grants  to  the  Company  20  alternate  sections^ 
or  12,800  acres,  of  public  land,  to  each  mile  of  finished  track,  through  the  States 
traversed,  and  40  alternate  sections,  or  25,600  acres,  per  mile  through  the  Territories. 
This  grant  of  land  applies  to  the  chartered  branch  of  the  Northern  Pacific  Road  as 
well  as  to  the  trunk  line.  The  charter  also  grants  right  of  way,  400  feet  in  width, 
for  both  main  line  and  branch,  through  the  public  domain,  and  the  privilege  of 
taking,  free  of  cost,  from  the  Government  lands  adjacent  to  the  Road,  all  necessary 
construction  material.  Iron  and  coal  lands  are  expressly  embraced  within  the  terms 
of  the  grant. 


45 


III.  As  often  as  25  consecutive  miles  of  the  Road  are  completed,  "  in  a  good, 
substantial,  workmanlike  manner,"  such  fmished  portion  is  to  be  examined  and 
approved  by  three  Commissioners,  appointed  by  the  President,  and  thereuixin  patents 
are  to  be  issued  transferring  and  confirming  to  the  Railroad  Company  the  lands  of 
the  grant  corresponding  to,  and  conterminous  with,  such  completed  section.  By  the 
operation  of  the  Charter  and  the  General  Mortgage,  such  Government  patents  vest  a 
perfect  title  to  the  lands  of  the  Grant  in  the  Trustees  of  the  Mortgage,  who  represent 
the  holderb  jf  the  bonds  now  being  negotiated.  The  Road  is  to  be  in  all  regards 
first  class;  the  rails  are  to  be  made  from  American  iron  and  American  ore;  and  the 
Company  is  prohibited  from  charging  the  United  States  higher  rates  for  transporta- 
tion than  are  charged  to  individuals. 

IV.  The  Government  is  to  cause  to  be  surveyed  the  lands  for  forty  miles  in 
width  on  both  sides  of  the  line  of  the  Road,  as  fast  as  this  shall  be  rendered  neces- 
sary by  the  construction  of  the  track.  On  the  Company's  filing  a  map  uf  its  intended 
route  through  any  State  or  Territory,  the  lands  embraced  in  the  Grant  are  to  be  with- 
drawn from  market,  and  thereafter  will  not  be  liable  to  sale,  entry,  or  pre-emption, 
whether  surveyed  or  unsurveyed ;  and  the  alternate  sections  belonpng  to  the  Govern- 
ment cannot  be  sold  at  less  than  {^2.50  per  acre.  The  usual  a' uhority  is  given  the 
Company  to  appropriate  a  right  of  way  through  private  lands  by  compensating  owners 
therefor. 

V.  The  charter  provides  that  at  least  25  miles  of  that  portion  of  the  Road 
between  Portland  (Oregon)  and  Puget  Sound  shall  be  completed  by  January  i,  1872, 
and  at  least  40  miles  each  year  thereafter  until  the  entire  Road,  from  Lake  Suoerior 
to  Puget  Sound,  shall  be  completed. 

IV.  The  charter  (as  amended  by  Act  of  Congress  approved  May  31st,  1870) 
expressly  authorizes  and  empowers  the  Northern  Pacific  Railroad  Company  to  issue 
its  bonds  to  aid  in  the  construction  and  equipment  of  its  Road,  and  to  secure  such 
bonds  by  mortgage  on  its  property  of  all  kinds  and  descriptions,  real,  personal,  and 
mixed,  including  its  franchise  as  a  corporation.  It  is  also  provided  that,  as  proof 
and  notice  of  its  legal  execution  and  effectual  delivery,  said  Mortgage  shall  be  filed 
and  recorded  in  the  office  of  the  Secretary  of  the  Interior.  \_Note.  The  Mortgage 
has  been  thus  filed  and  recorded.]  The  matter  of  the  title  to  Indian  lands,  if  any, 
embraced  within  the  Grant,  is  to  be  adjusted  by  the  Government  in  a  manner  satis- 
factory to  the  Indians;  and  in  all  stages  of  its  progress,  the  policy  of  the  Northern 
Pacific  Railroad  Corporation  will  be  one  of  entire  friendliness  to  the  natives  of  the 
plains. 


ti 


Synopsis  of  the  Peneral  y\4oRTOAGE. 

The  General  Mortgage  authorized  by  the  charter,  and  executed  by  the  Northern 
Pacific  Railroad  Company  for  the  security  of  the  holders  of  its  First  Mortgage  Bonds, 
is  dated  July  I,  1870.  It  is  drawn  with  the  utmost  care,  and  every  provision  has 
been  embraced  in  it  which  could  add  to  the  security  of  the  bondholder. 

I.  It  conveys  to  two  trustees,  Messrs.  Jay  Cooke  and  J.  Edgar  Thomson,  all 
the  jiroperty  and  rights  of  property  of  the  Northern  Pacific  Railroad  Company, 
including: 


40 


1.  The  Road-bed  and  track,  as  fast  as  constructed,  of  the  trunk  line  and  all 
authorized  branches. 

2.  All  rolling  stock  and  other  equipments;  all  engine-houses,  n-'-chinc-shops, 
depots,  water  stations,  and  other  buildings. 

3.  The  entire  Land  Grant  of  the  Road,  as  fast  as  it  accrues  to  the  Company, 
embracing  between  Fifty  and  Sixty  Million  acres. 

4.  All  rights,  franchises,  privileges,  and  other  property  now  owned  or  hereafter 
to  be  acquired  by  the  Northern  Pacific  Railroad  Company. 

II.  '.'he  Mortgage  provides  that  all  the  property  named  above,  and  all  moneys 
arising  from  the  sale  of  the  same,  shall  be  held  by  the  Trustees  as  security,  and 
pledged  to  the  payment  of  the  Company's  First  Mortgage  Bonds,  principal  and  inter- 
est, as  they  shall  become  due,  and  shall  be  promptly  applied  to  that  purpose  by  the 
Trustees,  in  case  of  any  default  by  the  Railroad  Company. 

III.  The  Railroad  Company  shall  have  the  right  at  all  times  to  contract  for  the 
sale  of  portions  of  the  lands  of  the  Grant,  at  prices  to  be  approved  by  the  Trustees 
(but  at  not  less  than  $2.50  per  acre);  and  the  proceeds  of  all  sales  of  lands, 

WHETHER    IN    CASir,    BONDS,    OR    OTHER    SECURITIES,    SHALL    BE    DEPOSITED    WITH 

THE  Trustees,  and  upon  the  payment  to  the  Trustees  of  the  proceeds  of  such  sale 
or  sales,  the  Trustees  shall  and  will  make  a  full  and  clear  deed  to  the  purchaser  (jf 
the  lands  thus  paid  for.  Such  deed  from  the  Trustees  releases  the  land  thus  sold 
from  the  operations  of  the  General  Mortgage.  The  First  Mortgage  Bonds  of  the 
Company  are  made  receivable  at  par  and  accrued  interest  in  payment  for  the  Com- 
pany's lands  at  their  lowest  cash  price.  By  a  subsequent  arrangement  between  the 
Trustees  and  the  Railroad  Company,  the  bonds  are  made  always  receivable  for  lands 
at  ten  per  cent,  premium,  or  i.io. 

IV.  The  Trustees,  who  directly  represent  the  bondholders,  are  required  by  the 
terms  of  the  Mortgage  to  see  that  the  proceeds  of  all  sales  of  First  Mortgat;t:  Bonds 
are  devoted  to  the  construction  and  equipment  of  the  Road  and  tliat  the  proceeds  of 
land  sales  are  used  in  purchasing  and  cancelling  the  bonds  of  the  Company,  if  they 
can  be  bought  before  maturity  at  not  more  than  10  per  cent,  premium;  otherwise  the 
Trustees  are  to  invest  the  proceeds  of  land  sales  in  United  States  Bonds  or  Real 
JEstate  Mortgages  for  the  further  security  of  Northern  Pacific  bondholders.  At  all 
times,  until  the  entire  bonded  debt  of  the  Railroad  Company  is  paid  off  and  can- 
celled, the  Trustees  are  required  to  see  that  they  have  in  their  control,  as  security,  at 
least  500  acres  of  average  land  to  every  5iooo  of  outstanding  First  Mortgage  Bonds, 
besides  the  Railroad  itself  and  all  its  equipments  and  franchises. 

During  the  construction  of  the  Road,  the  interest  on  the  bonds  secured  by  this 
Mortgage  is  to  be  paid  from  the  earnings  of  the  finished  portions  of  the  Road,  and 
from  the  general  fund  of  the  Company.  No  portion  of  the  proceeds  of  land  sales 
is  to  be  devoted  to  the  payment  of  interest,  unless  the  general  treasury  of  the  Com- 
pany shall  be  first  exhausted,  in  which  case  the  Company  shall,  from  the  first  net 
earnings  of  the  Road,  make  good  the  amount  thus  taken  from  the  land  fund. 

In  case  of  the  resignation  or  death  of  either  of  the  Trustees,  the  surviving 
Trustee  is  empowered  to  appoint  a  successor;  or,  upon  the  request  of  the  bondholders, 
the  appointment  may  be  made  by  the  courts  in  the  usual  manner. 


p 


LIMATE    AND 


Resources 


OF 


jK 


ONTANA. 


Letter  from  povERNOR  PoTTa 

The  route  of  the  Northern  Pacific  Railroad  traverses  the  entire 
length  of  Montana.  Ten  Million  acres  of  its  land  grant  lie  within 
that  Territory,  and  mainly  in  the  valley  of  the  Yellowstone.  In  reply 
to  inquiries  made  by  his  former  neighbors  and  friends  in  Ohio,  Gov- 
ernor Potts  of  Montana  wrote  the  following  private  letter  addressed 
to  Dr.  J.  Armstrong  of  Alliance.  Such  incidental  and  unsolicited 
testimony  from  so  high  a  source  is  of  the  most  conclusive  sort : 

Executive  Df.i'Artment,  Montana  Territory, 

Virginia  City,  February  17,  1871. 

oiR : — I  have  the  honor  to  acknowledge  tlie  receipt  of  your  letter  of  the  6th 
Inst.,  inquiring  about  the  character  and  climate  of  Montana,  through  which  the 
Northern  Pacific  Railroad  will  run.        *        *        *        * 

The  Yellowstone  valley  [along  nearly  the  entire  length  of  which  the  Northern 
Pacific  Railroad  will  pass]  is  ai)out  400  miles  long  by  150  miles  wide.  It  con- 
tains eight  principal  valleys,  entering  the  great  parent  valley  of  the  Yellowstone,  situ- 
ated midway  between  the  mountains  and  prairies.  Its  climate  is  soft  and  genial.  Its 
soil  is  exceedingly  fertile,  and  contains  extensive  coal  fields  and  numlieis  of  oil  springs. 
The  Yellowstone  is  navignl>le  for  light  draft  boats  for  300  miles  from  its  mouth.  I 
am  satisfied  that  this  valley  is  one  of  the  most  healthy  and  productive  on  this  conti- 
nent, and  will  furnish  homes  for  at  least  a  million  of  people. 

The  valleys  of  the  Gallatin,  Deer  Lodge,  Jefferson,  Bitter  Root,  and  Jocko  are 
equally  as  productive  as  the  Yellowstone.  The  average  yield  of  wheat  in  these  val- 
leys is  from  fifty  to  sixty  bushels  per  acre,  and  all  other  cereals  in  proportion. 

I  have  never  seen  any  place  that  equals  this  Territory  for  the  production  of  vege- 
tables. The  common  yield  of  potatoes  per  acre  is  400  bushels.  The  most  valuable 
land  in  Montana  for  agiiculture  is  yet  unoccupied.  That  now  under  cultivation 
is  r  "rally  close  to  some  mining  camp,  and  was  taken  up  and  occupied  solely  be- 
er was  near  a  settlement. 

d  and  silver  mining  is  very  profitable  in  this  Territory.  More  than  Twelve 
\iii..  .  of  dollars  gold  dust  was  mined  here  during  the  past  season,  and  the  com- 
ing year  promises  to  be  the  most  profitable  mining  season  ever  known  in  the  history 
of  Montana.  Labor  here  is  very  scarce,  and  consequently  very  high.  Common  <lay 
laborers  readily  command  from  $^  to  $6  a  day,  and  mechanics  from  $6  to  t>^o  per 
day. 

From  the  best  information  that  I  can  obtain  the  Northern  Pacific  Railroad  will 
open  up  the  richest  country  in  agricultural  and  mineral  resources  on  the  American 
continent,  and  if  the  people  East  and  in  Europe  could  see  the  rich  land  grant  that  the 
road  has  its  bonds  would  not  remain  in  the  market  ninety  days.  The  coming  year 
is  certainly  a  propitious  time  to  settle  in  Montana,  and  I  shall  take  great  pleasure  in 
welcoming  a  soldier  colony  from  old  Molly  Stark. 

I  almost  forgot  to  speak  of  the  climate.  This  winter  is  said  to  be  colder  than 
usual,  but  I  can  assure  you  that  it  is  not  so  cold  or  disagreeable  as  Ohio  winters.  The 
atmosphere  is  dry  and  pure,  making  this  mountain  country  the  healthiest  on  the 
continent.  On  the  high  mountains  snow  falls  to  a  greater  depth,  but  the  valleys  are 
scarcely  ever  covered  with  snow.  The  cattle  run  at  large  during  the  entire  year,  and 
no  grain  or  hay  is  fed  them,  yet  they  come  out  in  the  spring  as  fat  as  the  best  stall- 
fed  cattle  in  Ohio.  Our  meat  market  here  is  supplied  with  beef  driven  in  from  the 
herd,  and  I  can  assure  you  the  meat  is  better  than  I  ever  saw  in  Ohio. 

In  my  haste  I  may  have  omitted  to  state  many  things  you  and  your  friends  may 
want  to  know.     If  so,  I  shall  be  glad  to  answer  any  questions  you  propound. 

Very  truly  yours, 

B.  F.  POTTS. 


w  1  ^^  ■  Air 


NEW  7-30  GOLD  LOAN 

OF 

THE  NORTHERN  PACIFIC  RAILROAD  COMPANY 

SKCCKBD  BY  FIRST  MOBTOAGB  ON 

RAILROAD  AND  LAND  GRANT. 


W9  are  now  selling  at  par  and  accrued  Interest  the  First  Mortgage  Land  Grant  Gold  Bonds  of  the 
Northern  Pacific  Railroad  Company.  They  are  fre'~  from  United  States  Tax,  and  are  Issued  of  the 
following  denominations!  Coupons,  $100, $500,  and  $1,000)  Registered, $100,  $500,  $1,000,  $5,000, 
and  $10,000.  

With  the  same  entire  confidence  with  which  wc  commended  Government  bonds  to  Capitalists 
and  People,  we  now,  after  the  dullest  liivestigutlon,  recommend  these  Northern  Pacific  Kallroad 
bonds  to  our  friends  and  the  general  public. 

GOLD  PAYMENT.— Both  principal  and  Interest  are  payable  In  American  gold  coin,  at  the 
office  of  Jay  Cooke  &  Co.,  New  York  City— the  principal  at  the  end  of  30  years,  and  the  Interosl  at 
the  rate  of  Seven  and  Three-tentlis  per  cent,  per  annum  ;  half-yearly,  first  of  January  and  July. 

PERFECT  SAFETY.— Tlieso  bonds  are  secured  by  a  first  and  only  mortgage  on  all  the  property 
and  rights  of  the  Northern  Pacific  Bailroad  Company,  which  will  embrace  on  the  completion  of 
the  work : 

1.  Over  Two  Thousand  Miles  of  Koad,  with  rolling  stock,  buildings,  and  all  other  equipments. 

2.  Over  Twenty-Three  Thousand  A<;re3  of  Laud  to  every  mile  of  finished  rood.  In  other 
words,  added  to  the  usual  security  of  a  first  mortgage  on  the  Iload  and  all  its  equipments,  there  are 
BOO  Acres  of  land,  lying  uloug-slde  a  great  trunk  railroad,  to  doubly  secure  every  $1000  bond  issued. 

While  the  Government  does  not  directly  guarantee  the  bonds  of  the  Koad,  it  thus  amply  pro- 
vides for  their  lull  and  prompt  payment  by  an  unreserved  grant  of  land,  the  most  valuable  ever 
conferred  upon  a  great  national  Improvement. 

PROFITABLENESS.— Northern  Pacific  Railroad  Seven-Thirties  pay  the  Investor  more  than 
Eight  Pkb  Cent,  currency,  per  annum.  Wo  believe  no  other  first-class  security  now  on  the 
market  yields  so  great  an  Income. 

Compared  with  Government  Five  Per  Cents  and  Six  Per  Cents,  the  case  stands  thus : 


GoM 
Priucipal. 

$1000 


$1100  currency,  Invested  now  In  U.  8.  Five  Per  Cents,  (at  pur  in  gold,)  Interest. 

will  yield  In  10  years $500 

$llOO  currency.  Invested  now  in  U.  S.  Six  Per  Cents,  (at  par  in  gold,) 

will  yield  in  10  years 600         lOOO 

$1100  currency,  invested  now  in  Nortliorn  PadDc  7-30'b,  (at  par  in 

currency,)  win  yield  in  10 years, 803       1100 

Here  la  a  difference  in  annual  Income  of  nearly  one-third,  besides  a  dilTureuce  of  7  to  10  per  cent, 
iu  princit'al.  when  both  classes  of  bonds  are  ri-deemed. 

CONVERTING  FIVE-TWENTIES.-In  view  of  the  Government's  expectation  soon  to  retire 
Its  six  percent,  bonds  by  funding  the  debt  at  lower  interest,  many  holders  of  Five-Twenui«  aro 
converting  them  into  Northern  Pacific  Seven-Thirties,  thus  realizing  a  handsome  profit  on  tlie  ex- 
change, and  greatly  increasing  their  income. 

RECEIVABLE  FOR  LANDS.-Theso  bonds  will  bo  at  all  times,  before  maturity,  receivable 
at  I.IO,  in  payment  for  the  Company's  lauds,  at  their  lowest  cash  price. 

BONDS  EXCHANGEABLE.— The  registered  bonds  can  bo  exchanged  at  any  time  for  cou- 
pons, the  coupons  for  registered,  and  both  these  can  bo  exeliunged  for  others,  payable,  principal 
uud  interest,  at  any  of  the  chief  financial  centres  of  Europe,  in  the  coin  of  tho  various  European 
countries. 

AGENCIES  for  the  sale  of  tho  Seven-Thirties  are  established  in  nearly  every  city  and  Important 
town  througtiout  the  United  States  and  Canada. 

Persons  living  remote  from  banks  can  address  tho  undersigned  ''irectly.  Further  Information, 
pamphlets,  maps,  <&c,,  will  be  furnished  on  application,  by  any  o'  Banks  or  Baukers  acting  ua 
Agents  fur  this  loon. 

For  sale  by  J   ,f  COOKE  &  CO. 

FitceU  Agetxta  Xorthern  Pacific  Railroad  Company, 
Philadelphia,  New  York  and  Washington. 
By  National  Banks,  and  by  Brokers  generally  throughout  the  country. 


